毕业论文外文翻译（一）
论文题目：国外发展农产品物流的成功经验及其对浙江的启示
外文题目：Logistics &the National Economy
出处：International Journal of Physical Distribution & LogisticsManagement
作者：MCB UP Ltd
原文：
Logistics &the National Economy
Introduce
Logistics has always been a central and essential feature of all economic activity and yet paradoxically it is only in recent years that it has come to receive serious attention from either the business or academic world. One very obvious reason for this neglect is that, whilst the functions that comprise the logistics task are individually recognised, the concept of logistics as an integrative activity in business has only really developed within the last 20 years.
What is logistics? It can be variously defined, but expressed at its simplest it is:
The process of strategically managing the movement and storage of materials, parts, and finished inventory from suppliers, through the firm on to customers.
Logistics is thus concerned with the management of the physical flow which begins with sources of supply and ends at the point of consumption. It is therefore clearly much wider in its reach than simply a concern with the movement of finished goods—a commonly held view of physical distribution. In the logistics scheme of things we are just as much concerned with plant and depot location, inventory levels, materials management and information systems as we are with transport.
One of the features of the logistics concept which is its greatest attraction whilst simultaneously being the greatest drawback to its widespread adoption in industry so far is that it places the emphasis on integrating activities that traditionally have been located in different functions of the business. Thus in many
companies responsibility for, say, inventory on the one hand and transport on the other may be vested in the production function and the distribution function respectively, and decisions on one will often be made without regard for the other. The logistics viewpoint however forces the decision-taker to recognise the connections between the component elements of the materials flow system — indeed it encourages comprehensive systems thinking rather than functional tunnel vision.
It is interesting to trace the evolution of thought in the logistics activity and then to assess its importance for business today.
As early as 1915, writing from that other place — Harvard Business School —Arch Shaw took a view of the logistics activity which was radically far-sighted. He said:
The relations between the activities of demand creation and physical supply . . .illustrate the existence of the two principles of interdependence and balance.
Failure to co-ordinate any one of these activities with its group-fellows and also with those in the other group, or undue emphasis or outlay put upon any one of these activities, is certain to upset the equilibrium of forces which means efficient distribution.
. . . The physical distribution of the goods is a problem distinct from the creation of demand . . . Not a few worthy failures in distribution campaigns have been due to such a lack of co-ordination between demand creation and physical supply . . .
Instead of being a subsequent problem, this question of supply must be met and answered before the work of distribution begins.
This view of logistics as a bridge between demand creation and physical supply is still as valid today as it was when first expressed 65 years ago. However no matter how basic and fundamental this idea was, very little attention seems to have been paid to it and indeed in 1962 one of the gurus of Management, Peter Drucker, writing in Fortune magazine said:
Physical distribution is today's frontier in business. It is the one area where managerial results of great magnitude can be achieved. And it is still largely
unexplored territory.
There are signs however that management consciousness of the importance of logistics is growing. The last ten years have seen a major upsurge in interest in this area in the UK and the rest of Western Europe. We are still some way behind the United States in our acceptance of the logistics concept, a situation that is reflected perhaps in the fact that there is only one Chair in Marketing Logistics in Western Europe and that is here at Cranfield, compared with more than 50 in the United States.
A number of factors have contributed to the growth of interest in logistics in management. One of these is that inevitably as companies seek out areas for productivity improvement they are forced to confront the major source of corporate costs represented by distribution. Production and marketing have both been subjected to scrutiny by academic commentators and the more efficiency-conscious companies. Now it is the turn of the materials flow system that binds production and marketing to receive similar examination.
Giving increased urgency to this examination is the growth of costs of movement and storage. Energy crises have had a direct impact upon transport costs and soaring interest rates have made the costs of holding stocks into a major expense. Beyond this the vast proliferation in the size of most companies' product ranges has meant that the total stock-holding investment of these companies has increased dramatically. When one considers that a company such as Birds Eye ten years ago offered a range of 213 items whereas now it has a total range of 531 items then it can be appreciated just how important a factor in the corporate balance sheet inventory now is. Changes in the channels of distribution have themselves forced many manufacturers and distributors to take a fresh look at their distribution systems. Grocery retailing in this country is a prominent example of how power in the marketing channel has dramatically changed hands. Twenty-three years ago there were 150,000 retail grocery outlets, today there are only 68,000. Clearly the size of these outlets in physical and turnover terms has increased considerably and so too has the centralization of retail buying power. For example Tesco and Sainsbury together account for 25 per cent of the UK sales of groceries. The impact that this
has had on manufacturers and in particular on their distribution systems has been far reaching. Similar changes in channel relationships have occurred in many other industries too.
The combination of all these factors has brought the distribution problem into sharp focus. In particular, awareness is growing both of the impact of logistics upon corporate profitability and, underlying this, its impact upon the national economy.
Logistics and the National Economy
Logistics pervades almost every facet of economic activity. It provides the basic network whereby our everyday life is supported. This was demonstrated by the crisis brought to the nation by the transport strike of 1979 when all too clearly we saw the effects of a disturbance to the logistics system. Until then few people outside distribution probably ever thought of the central importance to the working of the economy of an efficient distribution system.
It is easy to underestimate the scope of the logistics activity in the UK economy.Taking a broad definition of logistics-related functions within the economy and including all the distributive trades, a recent study has estimated that 29 per cent of the UK working population are employed in a logistics-related job. The same study also estimated that the total cost to the national economy of logistics in 1976 was ￡35 billion, or 32.5 per cent of the Gross Domestic Product. These costs included the cost of holding stock (excluding stock appreciation), storage, materials handling and transport.Other studies have confirmed this order of magnitude of costs. So in terms of cost alone logistics activities account for a massive part of the national expenditure.
Clearly any productivity improvement that could be achieved in any part of the logistics system would release resources for use elsewhere in the economy. A study recently commissioned by the National Council of Physical Distribution Management in the USA suggested that effective productivity improvement programmes in logistics could lead to reductions of between ten and 20 per cent in total corporate costs. The evidence suggests that such savings are potentially available in this country; in some cases the savings could be considerably higher.
It must not be thought however that the logistics activity is merely a cost to the nation and as such the only desirable course of action is to reduce it. On the contrary, logistics is a positive contributor to national wealth. It facilitates the economic process and in many ways it is the engine that drives that process.
For example, one important way in which the logistics process affects the national economy is through delivery performance in export markets. Much evidence has been assembled, for instance that contained in a recent survey by the Council of British Chambers of Commerce in Europe, strongly suggesting that a major reason for our declining export performance is our seeming inability as a nation to deliver on time. In many markets our products have no inbuilt technical or quality advantage over foreign competition and thus if delivery service is perceived to be inferior the sale is easily lost. There are countless stories, many of them unfortunately true, about the failure of British manufacturing companies to pay sufficient regard to the overseas distribution network. We can only hazard a guess as to how many more British Leyland vehicles could have been sold in the United States if the distributive network for vehicles and spares had matched that of Volkswagen or Datsun.
And yet it has not always been this way. It is most instructive, I feel, to look back to the massive economic development that was under way in this country two hundred years ago and to note the vital role played in our industrial revolution by the development of appropriate and efficient distribution networks.
Logistics and the Industrial Revolution
In the short space of time approximately bounded by the years 1760 and 1830 a transformation of the whole way of life of Britain took place. That this period has come to be universally known as the "Industrial Revolution" is easily understandable when it is recalled that industrial activity was metamorphosised within a lifetime from a scattered series of domestic processes into a highly concentrated, mechanised, factory and urban-based industry. This period is perhaps best remembered for the world-changing developments in the iron and steel manufacturing processes, in textile machinery, in steam power and in engineering. It is also a period remembered for the creative genius of people like Richard Arkwright, James Watt, Matthew Boulton
and the Darbys.
However it can fairly be claimed that none of this dramatic and rapid change from a largely agrarian and cottage industry country to a highly industrialised and trade-oriented nation could have happened without an equivalent revolution in the distributive process. Here the names of Telford, Brindley, McAdam and, later, Stephenson and Brunei represent the great developments that were made to link the place of production with the point of consumption.
Prior to the mid-eighteenth century, transport throughout Britain was difficult, time-consuming and uncertain. Most roads were little more than dirt-tracks and most of the country's distribution was accomplished by trains of pack horses following ancient tracks and crossing rivers by means of narrow bridges. The coming of the turnpike system changed the whole nature of the road network. Whilst the first of the turnpikes, administered by a local trust of worthies and entrepreneurs, can be found as early as 1706, it was not until the second half of the century that their number grew substantially.
The expansion of trade and industry meant that improved means had to be found for moving goods over a much greater distance. The new methods of production meant that markets had to be found over a much wider area; hence the need for more effective distribution systems. As every new Trust set up to establish a turnpike required an Act of Parliament it is possible to infer the onset of industrialization from the great increase in such legislation in the second half of the eighteenth century. Betwen 1750 and 1770 there were more than twice as many Turnpike Acts as in the whole of the previous 50 years and most significantly the increased rate of road building was most noticeable in the new manufacturing districts of the Midlands.These new roads substantially reduced travelling time. In the 1750s for example, a stage-coach took ten days to reach Edinburgh from London; by the second decade of the nineteenth century the same journey took under three. The qualities of these roads and bridges engineered by people like Telford and McAdam were of a standard that was unknown in the rest of the world and their effects were profound.
译文：
物流和国民经济
引言
物流一直都是所有经济活动的中心和重要环节，但矛盾的是只有在近几年里才受到商业和学术界的重视。它被忽视的一个很显而易见的原因是，仅仅在过去的20年中，物流的概念才作为一个综合性的商业活动得到真正的发展，同时由物流作业构成的功能才被单独承认。
什么是物流？它可以有不同的定义，但是最简单的是：
原材料、零部件和制成品库存从供应者到公司，再到消费者的运输和储存的战略管理过程。
物流与始于原材料供应，终于消费的实物流管理息息相关，因此很显然比简单的关注于制成品运输所涉及的要广泛的多——这是大多数人对于物流所持有的观点。在物流方案的事情上，跟运输一样，我们只关注工厂和仓库的位置、库存水平、材料管理和信息系统。
物流概念的特点之一是其强大的吸引力,同时也成为它最大的缺点，目前为止，它被广泛应用在工业上，它把重点放在一些传统上有不同商业功能的集成活动上。因此很多公司要对此负责，比如说，存货是一方面，运输是另一方面，可能被分别归到生产函数和分配函数名下，并且做关于一个的决定的时候常常没有考虑到另一个。然而物流观点迫使决策者认识到材料流体系中各环节间的联系——事实上它鼓励全面的系统思维而不是只注重功能的井蛙之见。
回溯关于物流活动的思考演变，然后其今天对于商业的重要性是有趣的。
早在1915年，其他地方的著作——哈佛商学院——Arch Shaw对物流活动的看法从根本上来说是有远见的。他说：
“需求创造和实物供应活动之间的关系……说明存在着相互依存和平衡两个原则。
未能协调组员和其他组的成员活动，或者过分强调或经费支出在任何一个活动上，必然打破优化配置的力的平衡。
……商品的实物分布是一个有别于创造需求的问题……由于需求创造和实物供应之间缺乏协调，导致了在配送活动中不少有价值的失败……
在配送工作开始之前，供应问题必须得到满足和回复，而不是作为一个后续问题。
这种物流作为需求创造和实物供应之间的桥梁的观点在今天依然和65年前
一样有效。然而无论这个概念多么基本，也很少被注意到，正如1962年的管理大师Peter Drucker在“财富”杂志说上：
物流是今天的前沿业务。在这个领域能够实现高水平的管理结果，并且这在很大程度上仍是一个未被开发的领域。
然而，有迹象表明，物流管理意识的重要性逐渐增长。过去的十年里，可以看到英国和西欧的其他国家在这一领域的兴趣剧增。在对物流概念的接受方面，我们仍远远落后于美国，有一种情况可以体现，可能实际上只有一把椅子在西欧的克兰菲尔德的市场运销，而与之相比，美国有超过50把。
许多因素促使对物流管理的兴趣增长。其中之一是，由于企业寻找地区来提高生产力从而使他们被迫面对以配送为代表的企业成本的主要来源。生产和销售都受到学术评论员和更高效率的企业的审查。现在，轮到材料流系统约束生产和销售来接受同样的检验。
运输和储存的成本的增加给检验增添了紧迫感。能源危机对运输成本有直接影响，利率的飙升使得持有股票的成本成为主要的开支。除此之外，多数企业的产品范围的大量扩张意味着对这些公司总的持股投资突破性的增加。当一个人认为像Birds Eye这样的公司十年前提供213种项目，而现在总共有531种，那么就可以体会到库存如今在企业的资产负债表中是一个多么重要的因素。分销渠道的改变迫使很多制造商和分销商重新审视他们的分销系统。这个国家的杂货零售业是一个典型的例子，它展现了权力在市场渠道中是如何戏剧性地转手的。23年前这里有150000个杂货零售点，现在只有68000个。显然这些销售点的规模和营业额大幅增加，使得零售的购买力也比较集中。例如Tesco和Sainsbury的杂货销售共占了英国的25%，这对制造商特别是他们的分销系统具有深远的影响。渠道方面同样的改变也发生在许多其他的国家。
所有这些因素的结合使分销问题变得越来越尖锐。特别是，物流对企业盈利能力的影响和在这个基础上对国家经济的影响这两种意识日益增强。
物流和国民经济
物流贯穿经济活动的方方面面，它提供了支撑我们日常生活的基础网络。1979年的运输罢工给国家带来的危机已经证明了这一点，让我们看到了物流系统的忧虑。直到那时分销外的人才意识到一个有效率的分销系统对经济运行的核心重要性。
人们很容易低估物流活动在英国经济中的范围。从一个宽泛的定义来讲，经
济中所有与物流功能相关的包括所有的分销贸易，一项最近的研究估计，英国从业人口的29%都受雇于一份与物流相关的工作。这个研究也估算了1976年物流在国民经济中的总成本为英镑，占GDP的32.5%。这些成本包括持有股票的成本（不包括股票升值）、储存、材料处理和运输。其他一些研究已经证实了这种数量级的成本。所以在成本方面，物流活动单独占据了很大一部分的国家开支。
很显然，物流系统任何一部分能取得的生产力的提高都能释放资源用到经济的其他方面。美国物流管理全国理事会最近委托进行的一项研究表明，有效的提高生产力的物流方案可能会使企业总成本减少10%到20%。这种迹象表明，这种节省在这个国家是潜在可利用的，在某些情况下这种节省还要高得多。
然而，不要以为物流活动仅仅是一个成本的国家，而唯一可取的做法是减少它。相反，物流是对国家财富的积极贡献。它促进了经济进程，在许多方面它是驱动这一过程的引擎。
例如，在物流过程中影响到国民经济的重要途径之一是通过出口市场上的交货执行情况。我们已经收集了大量证据，例如，英国商会在欧洲的理事会最近的一项调查强烈暗示，我们出口表现下滑的一个主要原因是作为一个国家来说，在按时交货方面看起来很无能。与国外竞争者相比，在许多市场上我们的产品没有内置的技术或质量上的优势，因此，如果送货服务被认为是劣质的，那么销售就很容易失败。有无数的故事，其中许多是不幸言中，英国制造业公司的失败要充分顾及海外分销网络。我们可以大胆的猜测，如果和有跟大众和达特桑汽车和零部件相匹配的分销网络，多少英国利兰汽车能够在美国销售。
然而并不总是这样的。我认为回顾这个国家两百年前巨大的经济发展，并注意到分销网络适当和高效的发展在我们的工业革命中扮演着关键的角色是最有意义的。
物流和工业革命
在1760年到1830年这短短的几年内，英国社会的整个生活方式发生了转变。很容易理解这个时期被人们普遍成为“工业革命”，当回忆起工业活动是一个从分散的国内进程变为高度集中的、机械化的，以工厂和城市为基础的工业变化周期。这段时期最让人印象深刻的改变世界的发展可能是在钢铁制造工艺、纺织机械、蒸汽动力和工程学方面，这也是一个让人们记住像Richard Arkwright, James Watt，Matthew Boulton和Darbys这样的创意天才的年代。
但可以公正的宣称，在分配过程没有相当的革命是不可能发生这样巨大和快
速的变化，使得从一个以农业和家庭手工业为主的国家变成一个高度工业化和贸易导向性的国家。在这里，Telford, Brindley, McAdam的名字，和之后的Stephenson 和Brunei代表了巨大的发展，被用来链接产地和消费点。
18世纪中期，英国的交通不畅，十分耗时且存在很多不确定性。大多数道路只不过是煤渣路，很多国家的分销是通过马车沿着古老的道路、通过狭窄的桥梁穿过河流来完成的。高速公路的到来改变了整个道路网络的性质。第一条高速公路早在1706年由当地有威望的名流和企业家经营，然而直到下半世纪它们的数量才大幅增加。
贸易和工业的扩张意味着必须寻求改进长距离运输货物的方法。新的生产方法意味着要寻求更加广阔的市场，因此需要更有效率的分销系统。每一个新成立的信托设立收费公路，需要议会的一项法令，从18世纪的后半期这种立法的大幅增加可以推断工业化的开始。在1750年到1770年之间的高速公路法案是整个过去的50年的两倍以上，最显著的是，英格兰中西部各郡的新制造业区的道路建设是最引人注目的，这些新的道路大大减少了行车时间。举例来说，在18世纪50年代，马车从伦敦到爱丁堡要花十天，到19世纪20年代，同样的旅程不到三天。Telford和McAdam等人设计的这些道路和桥梁的质量标准，在世界其他地方是未知的，其影响是深远的。
外文翻译 原文 World Trade and International Trade Material Source:https://www.doczj.com/doc/0f16995545.html, Author: Ted Alax In today’s complex economic world, neither individuals nor nations are self-sufficient. Nations have utilized different economic resources; people have developed different skills. This is the foundation of world trade and economic activity. As a result of this trade and activity, international finance and banking have evolved. For example, the United States is a major consumer of coffee, yet it does not have the climate to grow any or its own. Consequently, the United States must import coffee from countries (such as Brazil, Colombia and Guatemala) that grow coffee efficiently. On the other hand, the United States has large industrial plants capable of producing a variety of goods, such as chemicals and airplanes, which can be sold to nations that need them. If nations traded item for item, such as one automobile for 10,000 bags of coffee, foreign trade would be extremely cumbersome and restrictive. So instead of batter, which is trade of goods without an exchange of money, the United State receives money in payment for what it sells. It pays for Brazilian coffee with dollars, which Brazil can then use to buy wool from Australia, which in turn can buy textiles Great Britain, which can then buy tobacco from the United State. Foreign trade, the exchange of goods between nations, takes place for many reasons. The first, as mentioned above is that no nation has all of the commodities that it needs. Raw materials are scattered around the world. Large deposits of copper are mined in Peru and Zaire, diamonds are mined in South Africa and petroleum is recovered in the Middle East. Countries that do not have these resources within their own boundaries must buy from countries that export them. Foreign trade also occurs because a country often does not have enough of a particular item to meet its needs. Although the United States is a major producer of sugar, it consumes more than it can produce internally and thus must import sugar.
客户关系管理的应用和理论研究述评与展望 摘要：客户关系管理理论在近几年来受到国内外管理界和信息技术界的重点关注，随着全球一体化发展带来的全球化市场竞争和客户竞争，客户关系管理也受到了企业的广泛推崇，因此客户关系管理成为近年来管理界和信息技术界发展最为迅速的领域之一。本文主要从客户关系管理的产生、客户关系管理的概念与内涵、企业客户关系管理的应用研究和理论研究状况展开，并对客户关系管理的研究进行了展望。 关键词：客户关系管理；营销理论；关系营销;数据挖掘 前言 著名的管理大师“现代管理学之父”彼得·德鲁克在其著作中提出，“顾客是企业的基石，是企业存活的命脉，只有顾客才能创造就业机会。企业经营的真谛是获得并留住顾客”。 自客户关系管理概念被提出以来，许多学者从不同视角对CRM展开了研究，并取得了许多有价值的理论贡献，企业和机构也在客户关系管理功能的诱惑下开始实施客户关系管理。 一、客户关系管理的起源 CRM（客户关系管理）起源于20世纪80年代初提出的“接触管理”（Contact Management），即专门收集整理客户与公司联系的所有信息。在 1984 年, Ives 和 Learmonth 提出了客户生命周期(CRLC)的概念,旨在客户生命周期的不同阶段支持并满足客户的所有需求, 被视为CRM 思想的萌芽。到90年代初期演变成为包括电话服务中心支援资料分析的客户关怀（Customer Care）。而作为一个概念来说，客户关系管理最早由美国Gartner Group提出，Gartner Group 最初认为，客户关系管理就是为企业提供全方位的管理视角，赋予企业更完善的客户交流能力，最大化客户的收益率。 客户关系管理的理论基础来源于西方的市场营销理论，通过回顾市场营销理论的发展，我们可以对客户关系管理的发展有整体的把握和了解。营销学家菲利普·科特勒总结了营销观念发展的五个演变阶段，包括生产观念、产品观念、推销观念、营销观念、社会营销观念。 前三个阶段是以“生产者为导向”的传统营销观念，后两个阶段成为现代市场营销观念，从传统营销观念到客户关系管理观念，企业对客户的态度发生了巨变。传统营销观念中企业没
外文文献原稿和译文 原稿 Logistics from the English word "logistics", the original intent of the military logistics support, in the second side after World War II has been widely used in the economic field. Logistics Management Association of the United States is defined as the logistics, "Logistics is to meet the needs of consumers of raw materials, intermediate products, final products and related information to the consumer from the beginning to the effective flow and storage, implementation and control of the process of . " Logistics consists of four key components: the real flow, real storage, and management to coordinate the flow of information. The primary function of logistics is to create time and space effectiveness of the effectiveness of the main ways to overcome the space through the storage distance. Third-party logistics in the logistics channel services provided by brokers, middlemen in the form of the contract within a certain period of time required to provide logistics services in whole or in part. Is a third-party logistics companies for the external customer management, control and operation of the provision of logistics services company. According to statistics, currently used in Europe the proportion of third-party logistics services for 76 percent, the United States is about 58%, and the demand is still growing; 24 percent in Europe and the United States 33% of non-third-party logistics service users are actively considering the use of third-party logistics services. As a third-party logistics to improve the speed of material flow, warehousing costs and financial savings in the cost effective means of passers-by, has become increasingly attracted great attention.
旅游服务贸易外文翻译文献(文档含英文原文和中文翻译)
旅游服务贸易的国际竞争力：罗马尼亚的案例 引言 旅游业是唯一的可以为任何发展水平的国家提供贸易机会的服务活动。然而，它也是一个很大程度因为国家的能力和在全球经济中的表现而又有明确的利益分配不均行业，而这又需要提高自己的竞争力。 自20世纪90年代初，罗马尼亚旅游业经历了出口量，生长速率和结构的重大变化。这些不同的波动都影响了罗马尼亚在国际旅游市场上相对的竞争地位并引起了其旅游贸易平衡的变化。同时，新的和更多的错杂的欧式建筑，引起了罗马尼亚的区域旅游竞争力的显著变化。 在此背景下，本文试图提出一个框架，以竞争力和旅游贸易表现之间的关系为重点，来评估罗马尼亚的旅游服务贸易的国际竞争力。 一、国际竞争力视角：国际竞争力之与国际旅游业的相关性 国际竞争力的概念，尽管有争议，难以捉摸，但现在已经得到认可，并继续吸引世界各地的学者和决策者的关注。 到目前为止，为提高国际竞争力已采取措施，都被认为是在经济层面进行的(加瑞利，2003)通常是指一个国家生产的商品和服务，以满足国际市场的考验，并同时保持和增加公民的收入的能力(欧洲委员会，2007)。 由于竞争力最终取决于一国企业在国内和国际的市场成功，所以对竞争力的注意力都集中在企业层面的竞争力上(波特，1990)，对于此的普遍理解是指“……该公司保持，并更好的是，扩大其全球市场份额，增加和扩大利润的能力” (克拉克和盖，1998, 经济合作与发展组织，1993)。 因此，虽然广泛流传但是国际竞争力作为与国家经济和其国际贸易相关
的理论基础已经不太在学术文献进行分析。因此，一个国家国际竞争力的性质，效益和局限性仍然含糊不清(科尔德威尔，2000,克鲁格曼，1994, 1996)。 国际竞争力，是指一个国家在货物和服务贸易方面巩固和保持贸易优势相对于世界其他地区的贸易优势。 每当一个国家的经济福利通过贸易流量的增加，或通过从初始平衡状态的贸易条件的改变而增加，他的国际竞争力都会得到提高(科尔德威尔，2000)。 贸易理论表示，经济福利依赖于一个国家有比较优势的货物和服务的生产。这实际上意味着当生产符合一国的比较优势的情况时国际竞争力能得到保障。如果一国能在国际上表现良好并在出口市场竞争成功，这可能就是他们健全的国际竞争力的标志。 因此，在国际上，竞争力定义为一个经济体能够吸引其出口需求和投资供给需求的能力和在所有社会规范内提升公民生活水平的能力。这反过来又取决于宏观和微观经济政策，影响生产的经济生产率要素和经营成本的法规和制度。 一个可用的文献回顾和实证证据支持国际竞争力可以解释为在一定程度上，一个国家的出口能力这一观点(道乐和沃尔夫，1993, 格博格等. 2004)。还有就是，事实上，是出口表现和国际竞争力之间的循环关系。出口是国际竞争力的第一衡量指标。出口情况的改善会导致了一个国家的竞争力提升。这种效果是一个企业的技能，知识，创新和运用新技术并能够在一个成功的商业方式中利用技术机会等的结果。 另一方面，为了在竞争激烈的全球市场努力成功实现出口，一个国家被迫提高竞争力。更具竞争力的国家，它的经济更强大。因此，它更有能力在全球市场竞争，以吸引具有较高的知识，技能，水平人们去购买新技术等，
银行英语： 出口信贷 export credit 出口津贴 export subsidy 商品倾销 dumping 外汇倾销 exchange dumping 优惠关税 special preferences 保税仓库 bonded warehouse 贸易顺差 favorable balance of trade 贸易逆差 unfavorable balance of trade 进口配额制 import quotas 自由贸易区 free trade zone 对外贸易值 value of foreign trade 国际贸易值 value of international trade 普遍优惠制 generalized system of preferences-GSP 最惠国待遇 most-favored nation treatment-MFNT -------------------价格条件 ---------------------- 价格术语trade term (price term) 运费freight 单价 price 码头费wharfage 总值 total value 卸货费landing charges 金额 amount 关税customs duty 净价 net price 印花税stamp duty 含佣价price including commission 港口税portdues 回佣return commission 装运港portof shipment 折扣discount,allowance 卸货港port of discharge 批发价 wholesale price 目的港portof destination 零售价 retail price 进口许口证inportlicence 现货价格spot price 出口许口证exportlicence 期货价格forward price 现行价格（时价）current price prevailingprice 国际市场价格 world (International)Marketprice 离岸价（船上交货价）FOB-free on board 成本加运费价（离岸加运费价） C&F-cost and freight 到岸价（成本加运费、保险费价） CIF-cost,insurance and freight --------------------交货条件 ---------------------- 交货delivery 轮船steamship(缩写S.S) 装运、装船shipment 租船charter (the chartered shep) 交货时间 time of delivery
XXX学院 毕业设计(论文)外文资料翻译 学院：计算机与软件工程学院 专业：计算机科学技术(软件工程方向) 姓名： 学号： 外文出处：GoyKakus.THE RESEARCH OFCUSTOMER RELATIONSHIP MANAGEMENT STRATEGY [J]. International Journal of Management Research & Review, 2017, 1(9): 624-635. 附件： 1.外文资料翻译译文；2.外文原文。 注：请将该封面与附件装订成册。
附件1：外文资料翻译译文 客户关系管理战略研究 Goy Kakus 摘要 客户关系管理解决方案，通过为你提供客户业务数据来帮助你提供客户想要的服务或产品,提供更好的客户服务、交叉销售和更有效的销售,达成交易,保留现有客户并更好地理解你的客户是谁。本文探讨了客户关系管理模型在获得、保持与发展策略方面的优势。然而,我们对其定义和意义还存在一些困惑。本文通过考察关系营销和其他学科方面的相关文献，解释了客户关系管理的概念基础,从而对客户关系管理的知识作出了贡献。 关键词:客户关系管理模型, 客户关系管理的博弈改变者与关键策略 引言 CRM 是客户关系管理的简称。它的特征在于公司与客户的沟通,无论是销售还是服务相关的。客户关系管理这一术语经常用来解释企业客户关系,客户关系管理系统也以同样的方式被用来处理商业联系, 赢得客户,达成合同和赢得销售。 客户关系管理通常被考虑作为一个业务策略，从而使企业能够: *了解客户 *通过更好的客户体验留住客户 *吸引新客户 *赢得新客户和达成合同 *提高盈利 *减少客户管理成本 *通过服务台等工具软件,电子邮件组织者和不同类型的企业应用程序，企业业务经常寻求个性化的在线体验。 设计精良的客户关系管理包括以下特征: 1．客户关系管理是一种以顾客为中心并以客户投入为基础的服务响应，一对一的解决客户的必需品, 买家和卖家服务中心直接在线互动,帮助客户解决他
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. , a . , , o? . 基于互联网的连锁企业的物流管理系统 N. ，. 化工学院，国立技术大学，15780雅典，希腊 收到2003年9月13日，在经修订的形式收到的2003年12月20号，接受 2004年1月27日 可在线二〇〇四年十二月十日 翻译曹蓝 发展基于互联网的应用工具 服务提供的商业景观的新机会，促进全球市场在业务快速推出创新的产品
和客户提供更好的服务。无论是企业需要的是，服务可以灵活地满足需求，并允许加速外包。反过来，开发人员可以专注于构建核心竞争力，创造客户和股东价值。应用程序开发，也更有效，因为现有的服务，无论他们在那里开发的，可以很容易地重用。 对网络服务的技术要求，很多今天存在的，如营业标准，业务应用，关键任务交易平台和安全的一体化和信息产品。不过，为使强大和动态系统的综合应用，行业标准和工具，扩大天的业务能力，对企业的互操作性是必需的。在采取了充分利用网络服务的关键是要了解什么是服务，以及如何在市场可能发生变化。人们需要能够在今天的平台和应用的投资，使开发人员快速而有效地实现这些好处，也能够满足特定需求，提高企业的生产力。 通常，有两种实施处理时，互联网的应用程序，即基于服务器和基本技术，基于客户的。这两种技术 有自己的长处对代码的发展和它们所提供的设施。服务器的应用程序涉及的动态创建的网页的发展。这些网页传送给客户端的网络浏览器和包含在和语言形式的代码。部分的的网页，其中包含形式和用户需求和的部分控制部分是静态页面的动态部分。通常情况下，代码的结构完全可以通过干预机制的服务器上的改变增加 传动部分和服务器实现基于如，，和语言等，这涉及到一个综合的动态网页应用程序开发的用户希望有关问题的特殊性（计算最短路径，执行路由算法，处理与数据库，等）是通过适当援引这些网页的动态内容的不同部分。在基于服务器的所有应用 计算在服务器上执行。在客户端的应用程序，小程序为准。用户的通信保障由著名的的机制，充当用户的代码。 一切都执行在客户端。在这种情况下的数据必须被检索，一次，这可能是费时的交易的一部分。在服务器的应用程序，服务器资源是所有计算中，这就要求有关的硬件和软件功能强大的服务器设施。基于客户端的应用程序与数据传输负担（主要是与道路网络数据）。有一个该补救方法，即缓存。一旦加载，他们留在浏览器的快取档案将在需要时立即召回。 就我们而言，客户端的应用程序的开发。主要的原因是从有关个人资料的
附录A The Cold Chain and its Logistics Authors: Dr. Jean-Paul Rodriguez and Dr. Theo Notteboom 1. Overview While Globalization has made the relative distance between regions of the world much smaller, the physical separation of these same regions is still a very important reality. The greater the physical separation, the more likely freight can be damaged in one of the complex transport operations involved. Some goods can be damaged by shocks while others can be damaged by undue temperature variations. For a range of goods labeled as perishables, particularly food, their quality degrades with time since they maintain chemical reactions which rate can be mostly mitigated with lower temperatures. It takes time and coordination to efficiently move a shipment and every delay can have negative consequences, notably if this cargo is perishable. To ensure that cargo does not become damaged or compromised throughout this process, businesses in the pharmaceutical, medical and food industries are increasingly relying on the cold chain technology. The cold chain refers to the transportation of temperature sensitive products along a supply chain through thermal and refrigerated packaging methods and the logistical planning to protect the integrity of these shipments. Specialization has led many companies to not only rely on major shipping service providers such as the United Parcel Service (UPS) and FEDEX, but also more focused industry specialists that have developed a niche logistical expertise around the shipping of temperature sensitive products. The potential to understand local rules, customs and environmental conditions as well as an estimation of the length and time of a distribution route make them an important factor in global trade. As a result, the logistics industry is experiencing a growing level of specialization and segmentation of cold chain shipping in several potential niche markets within global commodity chains. Whole new segments of the distribution industry have been very active in taking advantage of the dual development of the spatial extension of
中国服务贸易的国际竞争力探析 ——文献综述 随着世界经济进入服务经济时代，以产品为基础的竞争向以服务为基础的竞争转变，服务业在维护一国经济和政治利益方面处于重要的战略地位。据WTO发布的数据显示，全球服务贸易总体发展的趋势在不断加强，1980年到2007年间，世界服务贸易出口额从3650亿美元扩大到33000亿美元，27年间增长了8倍，占世界贸易出口的比重从1/7增长到近1/3。在2010年，世界服务贸易达到了36595亿美元，占当年世界贸易总额的1/3。由此可见，服务贸易势必成为全球经济发展的重要组成部分。 服务贸易在全球贸易比重不断增加，世界各国都从国际服务贸易中受益颇丰，此时，对我国服务贸易的竞争力进行研究，分析我国服务贸易发展不足的原因，发掘我国服务贸易的潜在优势以及探究提升我国服务贸易竞争力的策略便具有非常重要的意义。 1.服务贸易及其国际竞争力的定义 《服务贸易总协定》(General Agreements on Trade in Service，GATS，1994年4月15日)，其中对服务贸易做出了明确的定义:第一，跨境提供(cross-border supply)，即从缔约方境内向任何其他缔约方境内提供服务，这种服务无需人员、物资和资金流动，而是通过现代通讯、邮电、计算机网络实现的视听、金融、信息等服务;第二，境外消费(consumption abroad)，即缔约方境内任何向其他缔约方消费者提供服务，如接待外国游客、提供旅游服务，为国外病人提供医疗服务，接受外国留学生等;第三，商业存在(commercial
Presence)，即一缔约方在其他任何缔约方境内通过提供服务的商业存在而提供服务，如外国公司在中国开办银行、商店，设立会计、律师事务所等;第四，自然人流动(movement of natural persons)，即一缔约方的自然人在其他任何缔约方境内提供服务，如一国的医生、教授、艺术家到另一国从事个体服务。 服务贸易国际竞争力是指一个国家或地区在经济全球化趋势下，以提高国民收入和生活水平为目的，服务业参与国际市场竞争，创造增加值并保持良好的国际收支平衡的能力。在此，不仅强调出口能力，更重要的是保持国际收支的平衡。 2.国外学者相关研究 2.1对于国际服务贸易竞争力理论方面的研究 迈克尔·波特（Michael E·Porter),1990年提出了国家竞争优势理论，将竞争力与产业结合起来进行研究。在《国家竞争优势》一书中，他提出了著名的“产业国际竞争力国家钻石模型”，用一个形似钻石的菱形图表示出国家竞争力的四大要素（生产要素；需求条件；相关与支持性产业企业战略、结构、同业竞争)和两个辅助因素(机会和政府)。后来,有人将这一理论引入国际服务贸易领域,发现该理论不仅能较为全面和系统地对服务贸易格局进行解释与总结,而且对一国服务贸易的未来发展有一定的前瞻性和预见性,因此能更好地适应国际服务贸易的发展要求。 对于国际贸易比较优势方面，联合国贸发会国际贸易高级专家Murry Gibbs和Michiko Hayashi作了一个较为全面的总结，认为自然资源要素禀赋固然是决定一国服务贸易比较优势的一个方面，但一国服务贸易的比较优势还要取决于该国的经济发展水平和发展类型，以
JG02 Unified Serial No. from Data Centre: Customs Export Declaration Form of the People’s Republic of China
Customs Declaration Form 报关单 An exporter has to apply to the customs for declaration of the commodity before the shipment. The customs officer will sign on the customs declaration form and release the goods if the goods are up to the requirement. 出口方必须在装运前对出口货物进行报关，如果货物符合要求，海关官员就签署报关单对货物进行放行。 The person who asks for declaration is required to be qualified, that is to say, he/she should have the certificate of customs declaration. The examination is held by the General Administration of Customs of 申请报关的人要求具备资质，就是说他或她应有报关证。考试由中华人民共和国海关部署举行。 The customs declaration form is in different colors, for example: the white one is made out for general trade and the pink one is used for processing trade. The contents of these documents are similar. We take the specification of an export customs declaration form for general trade as an example to show the method of making out the document. 报关单有不同颜色，如白色报关单按一般贸易缮制，粉红色报关单用于加工贸易。这些单据的内容相似。我们以一般贸易的出口货物报关单的内容为例介绍该单据的缮制方法。 The Main Contents and Notes of Customs Declaration Form： 报关单的主要内容及注释： 1. 预录入编号：No. of Pre-record It is given by the customs while the exporter is applying to customs. It is given by computers automatically. 出口方申请报关时由海关给的编号，是由计算机自动编制的。 2. 海关编号：No. of Customs It is given by the computer system automatically or given by the custom officer. 由计算机系统自动编制或由海关人员给出。 3. 出口口岸：Port of Export It refers to the name and code of the customs at final port of export. 指最后口岸的海关名称及代码。 说明：若出口货物在设有海关的发运地办理报关手续，出口口岸仍应填写出境口岸的名称。如在深圳办理报关手续，陆路运输至上海出境的货物，其出口口岸为上海。同时加注关区代码。 4. 备案号：record number for checking It refers the number of “Register Manual” or the number of “Certificate of Paid or Free Tax” 指《登记手册》编号或《征免税证明》编号。 5. 出口日期：Date of Export It refers to the date of shipment. It is the applied date of departure of the vessel. 指发运日期，也就是船申报出境的日期。 6. 申报日期：Date of Application It is the date that the exporter applies for declaration. 指出口方向海关申报出境的日期。 7. 经营单位：Executive company Fill in the company’s name who signs and executes the S/C in Chinese, (generally refers to the exporter), and the customs code of the company. 用中文填写签订和执行合同的公司(一般指出口人)名称及经营单位代码。 说明：如果总公司签订合同，由分公司执行，则填分公司名称。出口企业间相互代理，以代理方为经营单位。注意填写全称，注明经营单位代号，该代号是出口企业办理海关注册登记时，海关设置的编码，共10位数字。 8. 运输方式：Mode of Transportation It refers to the final departure mode of transportation , such as sea, road, railway and air, etc. 指货物出境的最后运输方式，如江海、公路、铁路及航空等。 9. 运输工具名称Name of Transportation Tool It refers to the name of departure tool of transportation (for example, sea for vessel and number of voyage, railway for the number of train and air for the number of flight). 指货物出境的运输工具名称(如江海填船名及航次，铁路填车次，航空填航班号)。
CUSTOMER RELATIONSHIP MANAGEMENT As. univ. drd. Mihaela Cornelia Prejmerean Lect. univ. dr. Alina Mihaela Dima Academy of Economic Studies, Bucharest Abstract: After 17 years of economical and market development, Romanian companies face a new challenge: the tough competition from the European Union and the battle for the customers. The Romanian enterprises will have to learn not only how to attract customers, but also how to keep them. Marketing programs include now aspects regarding customer orientation, relationship management, loyalty and quality. In this paper, we will follow the main aspects, characteristics, dimensions and processes of Customer Relationship Management, and we will analyze the challenges that the local companies will have to face. Examples from the financial service sector will round the actual situation of the implementation of the CRM rules and principles in Romania. Keywords: marketing information system; customer relationship management; business asset, customer acquisition; customer retention. 1. Introduction In the last decade, the majority of the companies were preoccupied with production, recession, mergers, new technologies and business regulation. Romania’s accession in the European Union will bring many advantages for further development, together with membership in a Common Market with common policies on product regulation, and freedom of movement for all the four factors of production (goods, services, capital and labor). This means that Romanian companies will compete with other companies from the EU directly in their home market. European companies are more flexible and mobile and will put a high pressure on the local companies in order to produce better products, launch better offers and services and orientate more towards their customers. High revenue equals important customer is a classic rule when the company organises its customer policy. “An imp ortant customer brings a gross amount of money for our enterprise” has become a reflex for many compa nies abroad and perhaps in Romania, too. But is this always true, or do we need more information than a simple figure reported at the end of the year? 2. Marketing information system A winning company is more productive in acquiring and retaining customers, to
1. The Definition of Logistics After completing a commercial transaction, logistics will execute the transfer of goods from the supplier( seller) to the customer( buyer) in the most cost-effective manner. This is the definition of logistics. During the transfer process, hardware such as logistics facilities and equipment( logistics carriers) are needed, as well as information control and standardization. In addition, supports from the government and logistics association should be in place. Three major functions of logistics (1) Creating time value: same goods can be valued different at different times. Goods often stop during the transfer process, which is professionally called the storage of logistics. It creates the time value for goods. (2) Creating location value: same goods can be valued differently at different locations. The value added during the transfer process is the location value of logistics. (3) Distribution processing value: sometimes logistics create distribution processing value, which changes the length, thickness and packages of the goods. Like popular saying, “ cutting into smaller parts” is the most commonly seen distribution processing within logistics create added value for goods. 2. Logistics is a new commercial area, developing from the traditional stage to a modern one. The main differences between these two stage include: