2019年翻譯資格考試英語口譯高級模擬題：中國航空貨運業(yè)
漢譯英
中國航空貨運業(yè)“僧多粥少”
中國制造業(yè)的顯著增長，促使航空貨運公司爭相發(fā)展其在華業(yè)務。然而，這可能成為一個業(yè)務規(guī)模擴張過大、速度過快的案例。
兩年前，從南京或上�？者\貨物至歐洲，每公斤運費高達4美元;如今的價格約為2.50美元。南京祿口機場副總經理徐勇表示：“在此項業(yè)務上仍有錢賺的航空公司非常少見。”
由于機隊擴張速度繼續(xù)超出需求，航空公司正加劇中國一些機場的擁堵問題。徐勇警告稱：“我們現(xiàn)在的飛機數(shù)量實在是太多了。”
荷蘭航空公司Martinair副總裁弗蘭克.德容(Frank de Jong)表示，中國空運貨物出口量正以每年約10%的速度增長，而飛機貨物運力的增幅約為25%。
在亞洲，約半數(shù)貨物在運輸時都是放在定期客運航班的腹艙內。例如，在客運航空公司中，大韓航空(Korean Airlines)擁有全球規(guī)模最大的貨運業(yè)務，其28%的收入來自航空貨運業(yè)務。
在美國，大部分航空貨運業(yè)務由以UPS和聯(lián)邦快遞(FedEx)為首的專業(yè)貨運公司負責。中國政府最近已進一步放寬了對上述兩家公司的準入限制。
瑞士信貸(Credit Suisse)分析師彼得.希爾頓(Peter Hilton)表示：“美國公司可以向中國體系內注入更多運力，并承接向來由亞洲航空公司包攬的貨運業(yè)務。”
中國政府已加大其發(fā)展國內航空貨運業(yè)的努力，鼓勵國內航空公司與經驗更為豐富的西方貨運公司合作。而就在不久前，中國政府的重點還幾乎全放在航空客運業(yè)的改革和擴張方面。
一位香港銀行家表示：“從政治角度來看，運送旅客比運輸貨物更能建立聲望，但政府已意識到，貨運對出口驅動型的制造業(yè)領域至關重要�！�
在中國內地直接出口的貨物中，航空貨運的比例日益增加，不僅對航空公司造成影響，還令新加坡和香港等航空貨運中心感到憂慮。
總部位于香港的國泰航空(Cathay Pacific)發(fā)現(xiàn)其貨運業(yè)務有所放緩。國泰航空貨運部門助理經理William Lo表示，來自中國(內地)的激烈競爭，意味著今年其收益可能增長1%至2%，而相比之下，去年的增幅為3%至6%。
Martinair的德容表示：“目前香港不再制造任何東西，相反，我們看到其周邊的這些內地新機場正在發(fā)展。顯然它們正在分一杯羹�！�
深圳機場作為一個貨運中心正在迅速發(fā)展，使人們將貨物運到附近香港機場的動力有所減少。
翡翠航空(Jade Cargo)是深圳航空與德國漢莎航空(Lufthansa)組建的合資企業(yè)，一年前開始運營，此后一直在以每三個月增加一架波音(Boeing)747飛機的速度擴大機隊。
翡翠航空營銷總監(jiān)托德.希爾伯特(Todd Hilbrecht)預計，該航空公司將于2008年實現(xiàn)盈利。他表示：“過去數(shù)月(我們的業(yè)務)略有放緩，但并不至于造成業(yè)務虧損。”
盡管從南京及其它內地機場運輸貨物的費用大幅下降，但燃料價格居高不下，繼續(xù)使得通過船舶運輸大型貨物比空運更具吸引力。
一位業(yè)內高管表示：“油價肯定可以抵消運輸時間問題的影響�！北驹掠蛢r一度上探每桶78.77美元的名義歷史高位。
Motonari Chiaki是美國航空公司Polar Air Cargo的業(yè)務拓展經理。該公司運營著每周從上海和北京出港的14次航班。
他表示：“我認為，許多人不能馬上從中國賺到錢。我們仍在賺錢，但是越來越辛苦�！�
參考譯文
China’s spectacular manufacturing growth has left air freight carriers scrambling to develop their activities in the country. But it could be a case of too much, too soon.
Two years ago, flying goods from Nanjing or Shanghai to Europe cost up to $4 a kilogramme; today it the price is about $2.50. “Very few carriers are still making money here,’’ says Xu Yong, vice-president of Nanjing airport.
As fleet expansion continues to outpace demand, carriers are adding to congestion problems at some Chinese airports. “We have just far too many planes now”Mr Xu warns.
Frank de Jong, vice-president at Martinair, the Dutch carrier, says the volume of Chinese exports by air is growing by about 10 per cent a year but aircraft cargo capacity is rising by about 25 per cent.
In Asia, about half of cargo transported is carried in the belly of regular passenger flights. Korean Airlines, for example, has the world’s largest cargo business among passenger airlines, with 28 per cent of its revenue coming from air freight.
In the US, the bulk of air cargo is handled by the specialist freight industry, led by UPS and FedEx. The Chinese government has recently granted greater access to the two companies.
Peter Hilton, analyst at Credit Suisse, says: “The Americans are being allowed to inject more capacity into the Chinese system and moving goods that would have traditionally gone to Asian carriers.”
Beijing has stepped up its efforts to develop a domestic air freight industry, encouraging its airlines to team up with more experienced Western cargo operators. Until recently, the Chinese government had instead focused almost exclusively on overhauling and expanding the passenger airline industry.
A Hong Kong banker says: “Politically, there’s a lot more prestige in helping move people rather than goods, but the government has woken up to how crucial freight is for an export-led manufacturing sector.”
The growing proportion of air freight exported directly from the Chinese mainland is not only having an effect on the carriers, it is also worrying for cargo airport hubs such as Singapore and Hong Kong.
Cathay Pacific, the Hong Kong-based carrier, has seen a slowdown in its cargo business. William Lo, assistant manager in Cathay’s cargo division, says intense Chinese competition means yields are likely to rise 1-2 per cent this year, compared with 3-6 per cent last year.
Mr de Jong from Martinair says: “Nothing is produced any more in Hong Kong and what we’re seeing instead is all these new Chinese airports growing around it. Obviously they’re taking a piece of the cake.”
Shenzhen airport is developing rapidly as a cargo hub, reducing the incentive to transport goods across the border to neighbouring Hong Kong airport.
Jade Cargo, a joint venture between Shenzhen Airlines and German airline Lufthansa, started flying a year ago and has since been adding aircraft at the rate of one Boeing 747 every three months.
Todd Hilbrecht, Jade’s marketing director, expects the airline to become profitable in 2008. He says: “There’s been a slight slowdown in the past months, but not enough to make this a money-losing venture.’’
Although the cost of shipping goods from Nanjing and other mainland airports has fallen dramatically, high fuel prices continue to make it more attractive to ship large cargo by sea rather than air.
“The oil price can certainly offset the issue of delivery time,’’ says one industry executive. This month oil has tested its nominal all-time high of $78.77 a barrel.
Motonari Chiaki is business development manager at Polar Air Cargo, a US carrier that operates 14 flights a week out of Shanghai and Beijing.
He says: ”I don’t think many people are making money out of China right now. We still do but it’s getting pretty tough.”
