商务101 王春燕 电子商务英语翻译

《电子商务英语》结课论文

学 院： 经济管理学院

专 业： 电子商务

班 级： 电子商务101

姓 名： 王春燕

学 号： 100207129

附件1：外文资料翻译译文

3.1物流

物流的定义比交通运输的范围更广，他的重点是包括仓储，转运，信息流和管理等整个运输系统的需要在内的所有活动。不断增长的市场协调改变了对物流的要求，从仓储和交货付款服务来看，我们有必要提供综合解决方案。链监测（跟踪和追踪系统）和能力交易的拍卖市场是现在新的物流系统的一部分。

传统的物流活动是高度的纸质版的强调成分和昂贵的管理模式，在B2B 和B2C 模式下这些费用会显著的减少。现在可能有一个直接的生产者、顾客和一个单一的物流供应商的关系。

无论是在澳大利亚还是其他地方，即使是1999年NOIE 的卡车在线全国公路运输的范围界定研究也注重在行业内的技术运用，有很少公布的资料有量化的B2B 或B2C 在货运的可能影响。里根和加里多（2000）讨论的框架是关于这种定量的B2B 组成部分的关系。电子商务正在引起更多的准时化供应链管理，准时的做法和提高的通讯技术的融合，正在引起在仓库的要求和货运整合中心的需要方面的改变。这并不一定意味着较小的托运货物，但将意味着企业将转移到能够把负荷整合的大型货运代理上，同时，客户将能够更好地跟踪他们的货物。

B2B 的影响：B2B 的应用在物流部门有一个长远的传统（斯坦格，1986）。已经存在了约30年的电子数据接口（EDI ）系统已经见证过许多的承诺和失败，EDI 的部分失败可以归因于在短期的低的效益、成本比 (索科尔，1995) 。由于像XML 这样的软件等的进展及其他增强，EDI 系统很可能是完全集成在基于网络的B2B 系统中（格鲁什科等，1999）。电子商务给运营商在不需要合并的情况下形成联盟的机会，现在在历来缺乏信任的玩家之间有一个合作的必要性，有来自北美的证据表明巩固物流功能进入多模态交付运费仓储服务的战略联盟与并购正在形成。我们看到从管理大量的实物资产到管理信息在网络上的运输经营和物流服务提供者提供完整的物流解决方案的转移，互联网将允许货物运动的协调和信息交流中心的交通信息全球跟踪。

信息是供应链的一个关键组成部分，它将推动物流的变革。智能电子代理正运用于物流决策支持系统中，用来跟踪货物，监测运输成本，从而保证测量的有效性和整个物流功能的效率。这些电子代理允许对多种运输方式及系统的管理和跟踪以及在性能上确定瓶颈，这些发展将提供可供选择的承包商组合和匹配负载来巩固货运托运。B2B 将意

味着不可预测的流量，较小的订单放置更加频繁和部分的分销链完全消失。据估计仅在荷兰，由于B2B ，道路车次的通过将增长9%。

B2C 的影响：由于众多的目的地和低负荷因素，大多数家庭提供的网上购物系统操作是昂贵的，处理和管理费用对这些系统变得非常重要。斯瓦希里语和霍姆斯特姆指出通过使用手机数据辅助订货，付款和跟踪系统，芬兰的发展旨在提高在家分娩的财务可行性。此外，通过车队管理系统的生产力，移动数据可以用来改进车队生产力，增值服务使用移动通信与数据传输技术，可以提高城市物流的效率，从而降低单位成本，期中也包括其他服务，如在家链的末端使用无人接收盒以及自动补充服务。

根据刘易斯[2000]在英国零售商预计，B2C 将占英国杂货销售总额的2.5％到10%截止2005年，占15％截止2010年。然而我们注意到，15%的销售不会取代人次的15%，服务水平将是区分零售商一个关键因素，这将包括准确的交货时间和相关的服务质量。

交付的进行在两种物流模式下，即基础的秩序采摘和电子履行中心。无论使用哪种模型，轻型商用车将导致额外的运输费用。未来可能的发展，包括电子履行中心目前的商店或在现有的区域配送中心，或中央电子履行采摘订单分配给现有的商店为以后的家庭配送。相反在超市里客户执行订单拣选功能，拣选是每交付的最大的单一成本（路易斯2000 ）。由于质量和市场的原因，零售商喜欢使用他们自己的员工供应，这可能会增加大量的行程，导致重叠。

互联网的使用将刺激对商品的需求、货运与较小的车辆使用。据估计在荷兰，消费者将购买15％的非食品类产品和10％的在线食品，这导致增加8%的公路运输。

有些产品，如音乐和视频，将不再需要亲自去买而是直接下载在互联网上，从而减少了一些对这些产品需求的货运。

网上货物交易（OFE ）：基于网络的交易在北美国目前存在超过200的网上货物交易，虽然他们目前并不盈利，但这种交易非常普遍。对外和对内的网上货物交易系统已建立起来，其主要目的是提高生产率和降低行政成本。有科学家指出在整个20世纪90年代出现了连续的交易失败，其中的一些原因是缺乏运费报价。

网上货物交易增加了关于市场的信息，如果参与者还没有很好的了解这些信息，这将是一个主要的增值因素。在进出口的市场条件下，在当地市场的主要参与者，通常很了解当前的货运需求，网上货物交易可能提供在提高运输效率方面的优势。网上货物交易需要支持整个供应链流程，使用该系统的代理和货主以及客户，需要兼容和集成。

如果运营商和客户之间存在着良好的合作关系，整合的交易可对范围内的货运物流企业进行整合。网上交易违背了基本的本能代理和较小的运营商建立良好的客户关系，货运公司正在努力实现与不断增加的主要客户质量要求的整合，托运人要应对优先运输机构，而不是通过OFE 获得的未知的运营商。其中这些要求有可靠的运输时间，操作的货物，安全等，同时在处理这种交易时将会失去个人的接触。

OFE 和B2B 大体上有消除中介机构的潜力，如转发公司。然而，当代理公司也作为运输机构时，他们有一种回避系统的一些多余功能的倾向，当物流供应链日益全球化，网上货物交易有助于发现国外市场。WEB 应用程序在市场的集成中设定预期的基准，远离网页允许全面支持交易，同时也是一个好的处理信息捆绑过程的集成平台。

人力和电子代理的利用日趋成熟，他们有能力为客户增加价值。网络和物流是高度分散的、分布式的，还有很多小型的运营者。因为缺乏合作，而且没有一个单一的可以支配和强制改变参与者，主要的货运整合将予以抵制。通过绕过和减少中介的参与，B2B 和OFE 将对中介机构有主要的影响，从而减少整个供应链过程中的成本。

附件2：外文原文

3.1 Logistics

Logistics has a broader scope than transportation. It focuses in all physical activities including

warehousing, transhipments, information flows and the need to manage the entire transportation system. Increased market co-ordination changes the requirements for logistics. There is a need to offer integrated solutions from warehousing and delivery to payment services. Chain

monitoring [tracking and tracing systems] and auction markets for capacity trading, are now part of new logistics systems.

Conventional logistics activities are highly paper intensive and costly in administration terms.

Those costs should reduce significantly with B2B and B2C. It is now possible to have directproducer-customer relationship with a single logistics provider.

There is very little published material on quantifying the likely impact of B2B or B2C on freight movements, either in Australia or elsewhere, although in 1999 the NOIE ‘Trucks Online –

National Road Transport Scoping Study’ did look at technology uptake in the industry. Regan

and Garrido [2000] discuss a framework for such quantification in relation to the B2B

components. The convergence of just-in-time practices with improved communications

technologies are leading to changes in warehousing requirements and the need for freight

consolidation centres. E-business is giving rise to more just-in-time supply chain management. This may not necessarily mean smaller consignments but will mean that business will move to larger freight forwarders able to consolidate loads. At same time customers will be able to

better track their consignments.

B2B Impacts: Application of B2B has a long tradition in the logistics sector [Stenger, 1986].

Electronic Data Interface [EDI] systems, which have been in existence for around 30 years,

have seen much promise and many failures. Part of the failure of EDI can be attributed to low

benefit/cost ratios in the short term [Sokol, 1995]. EDI systems are likely to be fully integrated within Web based B2B systems, given the software advances such as XML and other

enhancements [Glushko et al., 1999].

E-business gives logistics operators the opportunity to form alliances without the need to merge. There is now a need for co-operation where there has traditionally been a lack of trust amongst players. There is evidence from North America that strategic alliances and mergers are being

formed to consolidate the logistics functions into multi-modal delivery of freight and

warehousing services. We are seeing a move from managing large physical assets to providing complete logistics solutions – managing information across networks of transport operators and logistics providers. The Internet will allow the coordination of the movement of goods and its

tracking globally with clearing-houses for transportation information beginning to operate

overseas.

Information is a critical component in the supply chain and it will drive change in logistics.

monitor transport costs, thereby measuring effectiveness and efficiency of the entire logistics

Intelligent e-agents are being used in logistics decision support systems, to track freight and function. These e-agents allow managing and tracking of the multiple transport modes and systems, as well as identifying bottlenecks in performance. These developments will offer

alternatives for contractors to mix and match loads and to consolidate freight consignments.

B2B will mean less predictable flows, smaller orders placed more frequently and some parts of the distribution chain disappearing altogether. In Holland alone, it has been estimated that road based trips will grow by 9 % as a result of B2B.

B2B will mean less predictable flows, smaller orders placed more frequently and some parts of the distribution chain disappearing altogether. In Holland alone, it has been estimated that road based trips will grow by 9 % as a result of B2B.

B2C Impacts: Most home delivery online shopping systems are costly to operate due to the multitude of destinations and the low load factors involved. Handling and administration costs become significant for those systems. Punakivi and Holmstrom [2000] refer to developments in Finland aimed at increasing the financial viability of home deliveries through the use of mobile data aided ordering, payment and tracking systems. In addition, mobile data can be used to improve fleet productivity through fleet management systems. Value added services using

logistics thereby lowering unit costs. Other services include the use of unmanned reception mobile communication and data transfer technologies can increase the efficiency of urban

boxes at the household end of the chain, as well as automatic replenishment services [Stank et al., 1999].

According to Lewis [2000], in the UK, retailers expect that B2C will take between 2.5% and 10% of total UK grocery sales by 2005 and 15% by 2010. We note however, that 15% of sales would not replace 15% of trips. Service levels will be a key factor differentiating retailers. This will include the accuracy of delivery schedule and the quality of service provided by the driver.

Deliveries are being made under two types of logistics models, namely: store based order

commercial vehicles will result. Possible future developments include e-fulfilment centres at picking and e-fulfilment centres. Whatever the model used, additional travel by light

current stores or at existing regional distribution centres; or centralised e-fulfilment with picked orders being distributed to existing stores for onward home distribution. Order picking is the largest single cost per delivery [Lewis, 2000], in contrast to in the supermarket where the

customer performs the order picking function. Retailers like to use their own staff for deliveries for quality and marketing reasons. This could increase the number of trips greatly and lead to duplication.

The use of the Internet will stimulate demand for goods and freight movements with smaller vehicles being used. In the Netherlands, it has been estimated that consumers will buy 15% of

non-food products and 10% of food items online . This leads to an increase in 8% in road based trips.

Some products, such as music and videos, will no longer need to be moved physically but will

be downloaded directly over the Internet, resulting in a reduction in some freight demand for these products.

Online Freight Exchanges [OFE]: Web based exchanges are common in North America with over 200 OFE currently in existence [although they are not profitable at present]. Inter and intra- firm OFE have been set up with the main aims of increasing vehicle productivity and reducing administration costs. Throughout the 1990s there has been a succession of failed exchanges [Alt et al., 1998]. Some of the reasons relate to lack of freight on offer.

OFE increase information about the market place. This will be a major value-adding factor only if most of that information is not well known to the players already. In the case of import/export market conditions, OFE may offer advantages in terms of improved transport productivity. In and shippers, as well as customers, need to be compatible and integrated.

OFE need to offer support for the entire supply chain process. The systems used by forwarders local markets, the major players usually have a good knowledge of current freight demands.

There is scope for consolidation of freight by logistics firms through consolidation of deliveries, if good relationships exist between operators and customers. Online dealing goes against the basic instincts of forwarders and smaller operators to establish good customer relationships. Forwarding firms are trying to achieve integration with key customers – quality requirements

[reliability of transit times, handling of freight, security, etc.], are increasing and shippers like to deal with preferred transport operators rather than with unknown operators through OFE. Personal contact can be lost when dealing through such exchanges.

OFE and B2B in general have the potential to eliminate the role of intermediaries such as

forwarding firms. However, when forwarders also act as transport operators there is a tendency for them to shy away from a system that makes some of the functions redundant. As logistics supply chains are increasingly global in nature, OFE can be useful in discovering foreign

markets. Moves away from HTML allow comprehensive support of transactions and are a good integration platform for bundling information processes. Web applications in the parcels markets are setting the benchmarks for expectations.

Use of human and e-agents are becoming increasingly more sophisticated, with the ability to value add to customers. Both the Web and logistics are highly decentralised, distributed and have many small players. Major consolidation of freight will be resisted because of the lack of co-operation and the absence of a single player who can dominate and force change. B2B and OFE will have a major impact on the role of intermediaries, bypassing and reducing the role of intermediaries, and thus reducing costs of entire supply chain process.