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1、中国铁路工作效率低外文翻译 外文翻译原文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 second lowest route density by territory and together with Indian Railways the lowest route density by population a ratio that is admi
