中國鐵路工作效率低外文翻譯（可編輯）

1、中國鐵路工作效率低外文翻譯 外文翻譯原文chinese railways current sources of inefficiency material source:chinese railways reform and efficiency improvement opportunitiesauthor:kairin luger this chapter will first present some hypotheses on the main inefficiencies in chinese railwaysoperations derived from the key perfo

2、rmance indicators introducedin order to ease application, the inefficiencies will be grouped according to the business fields holding, freight, and infrastructure. inefficiencies shown by key performance indicators.the kpis have been surveyed for 11 countries and 15 railway companies,plus the uks ro

3、ughly 25 private passenger train operating companies and its four largest private rail freight operators .more than 70 per cent of the railway companies in the sample are stateownedwithout uk. overall, the analysis does not show a correlation between state or private ownership and business performan

4、ce, in other words, the widespread assumption that state-owned companies are financial under performers cannot be confirmed for the railway sample. chinese railways financials show mixed results: they have the highest revenue growth over 2003 21 per cent, and also by far the highest ebit growth more

5、 than 160 per cent over 2003. a comparison of ebit margins however reveals a profitability problem: chinese railways have an ebit margin of less than 3 per cent, which is the lowest of the benchmark samplethe benchmark average is almost 11 per cent, and only the seventh highest of the entire sample.

6、 the reasons can be manifold: low amount of performed transport kilometers, low prices for passenger and freight services,or a high cost base, to name just a few. however, the financials also reveal a positive fact: chinese railways have the second highest gross investmentafter the us class 1 railro

7、ads, indicating that the more plans for network upgrade and expansion in an attempt to enable the railway for future growth. chinese railways carry by far the largest amount of freight measured in tons, and have also seen the second highest right growth rate 9 per cent. more than two thirds of the f

8、reight volume transported by all the benchmark railways travel on chinese railways track. despite of these astounding volumes and growth rates,revenues in both the passenger and freight business are substandard. if revenues are calculated by the kilometer, chinese railways only rank fourth in both p

9、assenger and freight, well behind all the other benchmark railways. combining these insights with the profitability analysis above,the hypothesis of low performed transport kilometers does not hold. the findings do confirm a very low price level for both passenger and freight services though, as alr

10、eady suspected above. the role of operating cost is hard to tell without internal data to compare. in terms of infrastructure, chinese railways operate the third longest network measured in kilometers. the technical standard of the track infrastructure is not too advanced though. only a quarter of t

11、he network is electrified and one third is double-tracked, which puts chinese railways well behind all other sample railways and on equal terms with indian railways, which is known for a notoriously underdeveloped and poorly equipped network. at least, chinese railways have the advantage of its netw

12、ork operating under one standardized gauge nationwide unlike india,which has significant shares of network kilometers under three different gauges. however, different gauges in one railway network do not necessarily imply poor performance, as the example of the japan railways group shows, where the

13、highly successful shinkansen trains operate on a different gauge from the conventional network. chinese railways relatively large network is complemented by the second highest number of locomotives and wagons of the entire sample. more than 90 percent of the wagons are dedicated to freight, although

14、 the freight traffic density is only 77 percent, and even more interesting freight contributes only around 50 percent of the revenues. in other words,the high utilization of freight wagons is not adequately reflected in freight kilometers let alone in revenues, another indication for freight tariffs

15、 being too low. in the passenger business, the situation is even more remarkable:only 7 percent of all wagons are dedicated to passenger transport, but 23 percent of all kilometers performed are passenger kilometers, contributing 33 per cent of all transport revenues. obviously the ratio of rolling

16、stock dedication to transport pricing to kilometers traveled is unbalanced. analysis of other productivity indicators yields further insights: although comparatively long in terms of kilometers, chinese railways network is rather small considering the land mass it covers. chinese railways have the s

17、econd lowest route density by territory and together with indian railways the lowest route density by population a ratio that is admittedly distorted by the exceptionally large populations of the two countries. nevertheless, taking the route density and the rolling stock numbers into account it can

18、be noted that in china one of the largest fleet of locomotives and wagons travels on one of the least dense networks, moving the worldwide largest amount of freight and a by comparison medium amount of passengers. a look at asset productivity should provide further insights on whether this transport

19、 task is performed efficiently: passenger wagons and track infrastructure are the highest utilized of the entire sample, freight wagons are the second highest utilized, only surpassed by the exclusively freight dedicated us class one railroads. the locomotive utilization lags behind and ranks fourth

20、 in the entire sample, a hint towards the earlier hypothesis that chinese railways operate long trains with many wagons rather than shorter trains running at higher frequency. it is debatable which role this finding plays with regard to the severe capacity shortages that are constantly observed in c

21、hinese railways: is the network just too small? is the amount of passenger and freight wagons insufficient? could the utilization especially of freight wagons be even higher if there were more network kilometers to operate them on? the us class one railroads for instance have a much higher utilizati

22、on of freight wagons but have a network at their disposal which is two and a half times larger than chinese railways so the us have the highest route density by territory of the entire sample. regardless of whether or not mere expansion of the network would be a way to ease. chinese railways bottlen

23、ecks, it can be noted here that the insufficient capacity of the network and the rolling stock seem to be more severe than poor utilization of these assets.finally, it should be discussed which role the workforce plays in operating and managing chinese railways assets. chinese railways have the seco

24、nd highest number of employees of the entire sample behind indian railways, which is known to be the worlds largest commercial employer lister 2004. both indicators for chinese railways personnel productivity are relatively low. employee productivity ranks fifth over the entire sample, but is the th

25、ird highest in comparison with the benchmark railways.it could indicate a commitment to social obligations rather than a stringent profit orientation, e.g., by running unprofitable local lines instead of committing all efforts to the volume intensive freight transport. the relatively low labor produ

26、ctivity hints at a high amount of freight transported freight kilometers are more labor intensive to produce than passenger kilometers, and at the above mentioned policy of preferring longer and heavier passenger and freight trains over shorter ones at higher frequency.this finding also corresponds

27、to the above conclusion that such a policy is usually found in railway companies operating a capacity constrained network.to sum up, the kpi analysis has yielded a handful of hypotheses on chinese railways current sources of operational inefficiency. the main problems revolve around a lack of string

28、ent profit orientation, inadequate pricing of passenger and freight services, and a very high asset utilization linked with insufficient capacity of both network infrastructure and rolling ,the hypotheses developed on the basis of the key performance indicators will now be supplemented by informatio

29、n regarding inefficiencies in chinese railways operations obtained from the research interviews and literature search. the interview findings will be structured according to the internal sources of influence shown on the vertical axis of the efficiency improvement framework, namely holding, passenge

30、r, freight, and infrastructure. in connection with chinese railways holding does not refer to a classic holding company owning several subsidiaries, but rather summarizes topics which concern the entire mor, and thus do not have a specific connection with the passenger, freight, or infrastructure bu

31、sinesses. these topics are grouped under the efficiency levers competition & deregulation, resources, and operations. first, the competition and deregulation part will analyze mors current organizational setup and recent organization reforms. in addition, mors business activities will be discussed,

32、whose scope goes well beyond mere railway operation. the importance of these various activities will be explained and complemented by an analysis of chinese railways profit and loss statement, where key points regarding cost structure and profitability will be highlighted. second, the resources part

33、 will examine the choice of investment projects and the central purchasing and tendering process which includes the relationship with external suppliers. third, the operations part will deal with schedule and line planning, which is an over arching operations task. it integrates both the passenger a

34、nd freight business and therefore has to be analyzed in its entirety.analysis of the current organizational setup of the mor reveals a very complicated structurein addition to the functional departments there are the project centers, the mor affiliated enterprises, and the regional railway bureaus r

35、unning the daily operations. there is no doubt about railways being a complex business, however, such a complicated organization is always prone to dilution of responsibilities, which hinders stringent management, a problem, which is not restricted to chinese railways.although mor abolished all rail

36、way sub-administrations in march last year,this attempt to reduce bureaucracy and streamline management has been perceived as a public relations activity demonstrating reform initiative rather than having real impactone interviewee suggested that the move had no effect on operations whatsoever inter

37、view no.10: 4. the fact that one level of an organizational structure can be abolished with hardly any effect on the business indicates significant over staffing, a fact actually mentioned by several authors. despite of railways being a technology and capital intensive industry rather than a labor i

38、ntensive industry,many railroads worldwide retain excessive staff .wu and nash cite a representative of the state council regarding overstaffing in the state-owned enterprises in china: the enterprises can be operated as well as usual if one third of staff is removed. furthermore, it will be even be

39、tter for some enterprises if half the employees are removed. the authors conclude that this problem certainly applies to chinese railways, which is also indicated by the low personnel productivity shown by the kpi. 譯文中國鐵路工作效率低 資料來源:中國鐵路改革與效率改進機會作者:盧杰 本章將首先從目前的關鍵績效指標推導中國鐵路的運營效率低下的主要介紹了一些假設為了簡化應用程序,效率

40、低下將分組根據(jù)業(yè)務領域控股,貨運和基礎設施介紹。 由關鍵績效指標顯示效率低下。關鍵績效指標已經(jīng)統(tǒng)計了11個國家和15個鐵路公司,以及英國的大約25個私人客運列車運營公司和它的四個最大的私營鐵路貨運經(jīng)營者。超過70%國有鐵路公司(不包括英國)?？傮w而言,分析并沒有顯示出國家或私人之間的所有權和經(jīng)營業(yè)績的相關性,普遍假設,即國有企業(yè)的財務表現(xiàn)不能確認鐵路的業(yè)務表現(xiàn)。中國鐵路的財務狀況好壞參半的結果顯示:它們具有最高的收入比2003年增長21%,并且迄今為止最高的息稅前利潤增長比2003年超過160%。息稅前利潤的對比揭示了盈利問題:中國鐵路已不到百分之三,這是最低的基準樣本(基準平均接近11%),

41、僅僅是整個樣本第七最高紀錄。原因可能是多方面的:低量完成運輸公里,客運和貨運服務,或成本高基數(shù)低價格,僅舉幾例。然而,金融股也揭示了積極的事實:中國鐵路有總投資的第二位(僅次于美國),這表明網(wǎng)絡升級和擴張計劃,希望未來能使鐵路增長。 中國鐵路實施貨運迄今為止最大數(shù)量(以噸計算),同時也看到了第二個最高權利增長率9%。超過三分之二的貨運量用所有的基準鐵路的中國鐵路軌道。盡管這些驚人的數(shù)量和增長速度,無論在客運和貨運業(yè)務收入標準。如果收入是由公里計算,僅排名第四的中國鐵路在客運和貨運,遠遠落后于其他所有的基準鐵路。結合上述情況,執(zhí)行運輸?shù)亩坦锏募僭O并不成立,通過盈利性分析這些見解。調(diào)查結果也證實

42、了客運和貨運服務非常低的價格水平。經(jīng)營成本的作用還很難說,沒有內(nèi)部的數(shù)據(jù)進行比較。 在基礎設施方面,中國鐵路運營網(wǎng)絡排第三位(以公里計算)。軌道的基礎設施的技術標準不是太先進,只有四分之一的網(wǎng)絡,三分之一是電氣化復線,在中國鐵路將所有其他范例鐵路和在同等條件與印度鐵路公司以一個臭名昭著的發(fā)達、裝備很差的網(wǎng)絡。至少,中國鐵路已在一個標準衡量它的網(wǎng)絡運營優(yōu)勢,在全國(不象印度,它有三種不同的計公里重要的網(wǎng)絡股)。然而,在一鐵路網(wǎng)絡中的不同計不一定意味著性能差,作為日本鐵路集團的例子表明,在大獲成功的新干線列車上從傳統(tǒng)的網(wǎng)絡不同的操作規(guī)范。 中國鐵路的比較大的網(wǎng)絡的補充,第二高的機車和車廂的整個樣本

43、數(shù)量。超過百分之九十的貨車致力于貨運,貨運密度雖然只有77%是,而且更有趣,貨運占收入的貢獻只有大約50%。換句話說,貨運車廂利用率高,沒有充分反映在運費收入僅讓公里,貨運運價的另一個跡象是太低了。在客運業(yè)務,情況則更為顯著:但是23%的行程占運輸收入的33%。顯然比奉獻運輸車輛行駛公里數(shù)價格不均衡。 其他生產(chǎn)力指標分析產(chǎn)生進一步的見解:雖然相對而言的公里長,中國鐵路的網(wǎng)絡是涵蓋了相當小的質(zhì)量。中國鐵路有第二低密度的路線,配以印度鐵路境內(nèi)人口密度最低的路線比例固然扭曲了特大兩國的人口。不過,考慮到航線密度和機車車輛的數(shù)字可以看到,在一個中國的機車和貨車上最大的船隊旅行最稠密的網(wǎng)絡之一,通過比較移動全球最大的貨運數(shù)量(和中等量的乘客)。在資產(chǎn)生產(chǎn)率看應提供進一步深入了解這是否是高效執(zhí)行運輸任務:乘客車廂和軌道基礎設施是最高的整個樣本利用,貨車是第二個最高的利用,只能由專門的美國第一類的專門貨運超越鐵路。機車利用滯后,在整個樣本排名第四,對早期的假設暗示中國鐵路貨車長期經(jīng)營與許多列車得到更高頻率的運行。它是值得討論的對于這個發(fā)現(xiàn)問題,認為我國鐵路:網(wǎng)絡太小?是客運和貨運車輛的數(shù)量不足?