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馬可佳 鐘毅“在戰略上，文件倉未來新東方將線上與線下並重。”2014年1月13日，新東方相關負責人接受《第一財經日報》記者電話採訪時再次重申線上教育對於新東方的重要性。這是一個讓傳統教育巨頭們無法忽視的現狀——在互聯網無處不在的今天，線上教育悄然間開始攻城略地，新的商業模式一觸即發。在這一輪跑馬圈地，搶佔用戶、培養用戶忠誠度的過程中，已經崛起的一批線上教育企業開始對教育巨頭產生巨大威脅。過去的2013年，無論是中國本土教育機構龍頭企業新東方、好未來（原名學而思），還是外資教育巨頭培生集團、英孚教育，都無一例外地將發力點瞄準了線上行業。革了自己的命新東方創始人俞敏洪如今已經進入了閉關期，讓他閉關的原因與線上教育有著直接的關係。在2013年底，俞敏洪就已經看到了商業變革中帶來的危機。“百度、阿里、騰訊全部上了教育平台，三家公司創始人都是我的朋友，卻毫不猶豫地沖進了我的領域，他們很不地道也不和我商量一下，但這就是商業。只要看到有機會就去搶，恰恰在搶的過程中新的模式出來了。”這是新東方第一次直面互聯網帶來的困惑。當然，不僅僅是俞敏洪。早在他之前半年，學而思在痛苦抉擇後，選擇了革自己的命。這家于2010年在紐交所上市的公司，在2013年6月，由學而思創始人兼CEO張邦鑫發佈的公開信透露了一個“轟動”消息：已沿用了十年的集團名稱將正式由“學而思”更名為“好未來”。同時，改變定位為“一個用科技與互聯網來推動教育進步的公司”， 旗下擁有七個子品牌：學而思理科、樂加樂英語、東學堂語文、智康1對1、摩比思維館、學而思網校和e度教育網。通過實施多品牌發展戰略，實現傳統教育與線上教育的融合。不僅僅是中國，國際教育巨頭同樣面臨著挑戰者帶來的變革。全球第一大教育機構培生集團，同樣感受到了來自線上教育的危機。培生下屬品牌華爾街英語在過去一年中在中國的收入超過10億美元。為了迎接數字化衝擊，華爾街目前已經在課程中增加了手機終端。談到線上教育，相關負責人表示，“這個世界是一個不斷數字化的世界，我們正在建立一個新的數字化社區，該社區將根據我們的階段性計劃，對我們的學員和外部客戶開放。這個社區將允許學員和全世界其他英語學員一起學習並相互聯繫。同樣在英孚，有關線上教育的嘗試從未停止。“在EF全球研發中心，我們運用一切技術推動英語學習——台式電腦、在線學習、學校面授、iPod、iPad、手機、視頻、音頻、圖表、語音識別、語音合成等。還有很多便攜式英語學習工具，如Pod English視頻英語教材、Englishtown Friends全球網上英語交友社區、24小時私人英語教練等。” EF英孚教育中國區CEO費比然透露，英孚計劃拿出500萬美元用于線上新產品的技術研發，“ 到那時，你會感覺到科技給生活環境和整個教育行業帶來的改變。”船大掉頭難“寧可在改革的路上死掉，也不願死在原來成功的基因里。”雖然教育巨頭們紛紛發力線上教存倉，但到目前為止效果並不理想。最主要的原因是基因不同，據悉，目前在線教育的主流模式有三種：媒體平台（廣告模式）、交易平台（傭金）、內容（收費）。簡單說，線上教育主要完成三個目的，通過網絡找教材、找課程、找老師。其具有輕生產、跨地域、標準化、可複制、個性化、移動化、視頻化等優勢。以做外語論壇起家的滬江網為例，開始線上教育之後，用戶數量快速增長，目前滬江網註冊用戶達4000萬。2013年7月，滬江網B輪融資約2000萬美元，創下在線教育領域近年最大單筆融資紀錄，公司估值達2億美元。而另一家以內容見長的在線教育企業猿題庫擁有海量題庫，可以預見，這類企業積累足夠內容之後，將對新東方等傳統巨頭內容優勢形成威脅。而以傳統線下教育為核心的企業，已經習慣了傳統模式，很難習慣互聯網的思維和打法。除此以外，目前線上教育的盈利模式不夠清晰等多重原因也制約著巨頭們的轉型發展。一位教育產業分析師指出，目前在線教育存在三大問題，首先，在線教育的用戶及市場反響不佳；在線教育面向的是網絡用戶，雖然中國網民的基數過億，但在線教育的規模及市場反響仍不佳，表現在個體用戶付費意願低、用戶所承受的費用額度不高（據近期新浪教育聯合尼爾森發佈的在線教育報告，76.8%的用戶月花費在500元以下，因此，沒有價格優勢的在線課程很難普及）、用戶對在線教育的認可度低，報告顯示：有近35%的用戶因主觀意志(不喜歡，沒有需求)沒有參加在線培訓，46.8%的用戶參與過線下培訓，可見目前的在線教育對個人用戶的影響沒有那麼廣泛而深刻，傳統的教育觀念仍需要長時間的改變。其次，在線教育模式存在一定弊端，把教學視頻放到網上的形式缺乏互動性，而直播受限于網速和寬帶等技術條件，用戶體驗並不好。而一些做一對一線上教學的也面臨與線下價格差距不大的問題，目前發展緩慢。最後，由於線下教育發展多年，掌握了大量優秀的教育資源，線上教育目前難以觸及，諸如一些優秀教師通過線下就能夠獲得較好收入，並不願意將教學視頻放到網絡上去，這種現象在中小學課外輔導市場尤為明顯。可見，線上教育目前仍處在搶食線下教育或者創造新的市場階段，欲顛覆甚至取代線下教育仍有很長一段路要走。不過，一位長期從事線上教育的老師表示，在線教育的便利性以及教師可選擇餘地很大，並且只要方法得當，互動性不會比線下差，同時隨著技術的進步，網絡教學體驗效果跟線下差距已經越來越小，可以預見，除了在一些對教師情感溝通以及自覺性較差的群體（主要是中小學群體），在成人市場上，在線教育將逐步占據主導地位。“發展互聯網教育是要有耐心的。”張邦鑫打了一個比方，互聯網和線下是兩輛不同速度前進的列車，雖然互聯網的速度比線下要快，但是開在最前面的是線下，已經開了兩千年了。而互聯網才剛剛開始，所以從起點出發，速度雖然快，但仍然落在線下教育的後面。當自上而下的“教育”越來越多被自下而上的“學習”取代的時候，互聯網教育的春天才會真正來臨。儲存

Source: Independent Record, Helena, Mont.迷你倉Jan. 12--Want to twist a friend's arm to visit you in Helena?Or how about checking out running gear at a downtown store, while you sit at your kitchen table sipping your morning espresso?Look no further than your computer keyboard or smartphone.Entrepreneur Tim Lewis of InsideMT will take you on a virtual tour.He offers a new, untapped tool for businesses to promote themselves -- particularly if you want to reach Millennials.So far, he's the only certified Google business photographer in Montana, Lewis said. And in his first year of business, he's created close to 100 tours, including the Original Governor's Mansion and the State Capitol."It's a powerful tool for businesses and a great way to show off beautiful buildings," he said.The tours are easy to share through social media and can be embedded in any website just like a YouTube video, he said.Two local businesses that immediately tapped into virtual tours were Tread Lightly and Taco del Sol.Elsewhere in the state, businesses like hotels, ski resorts, yoga studios and health food stores are on board.Customers can access the virtual tours from either the particular business's homepage or from Google maps street view. Just use the option to step inside.On the Capitol tour, you'll see some stunning panoramic shots -- like the gleaming marble and tile of the Capitol rotunda with dazzling light streaming through the stained glass windows.At Tread Lightly, you'll get a close-up view of the wide array of outdoor gear, nutritional items, books and a lot more packed into the store."It's a way to funnel business to your door," Lewis said of the tours."It's a great marketing tool that has great longevity and that has a great return on investment," he added. Some small businesses got an online presence for less than $1,000, and it's a one-time cost."I really enjoy working with this medium," he said. "And the biggest marketing company in the world -- Google -- is really betting on it.""It's so mobile, so social media friendly. This medium does speak to Millennials. It's like candy to them," he said."When I pull up a virtual tour on a smartphone and hand it to a 20 something ... they act like it's a video game," he said. "This is so cool," is a typical response.The business owners are excited as well.Sarah Slanger, owner of Tread Lightly, is using the virself storageual tour to reach out to more than just the hardcore runners. "We're trying to reach walkers and hikers," she said, and also recreational runners."People love my website," she added. One customer commented, "Ma'am, your store looked a lot bigger online," which she takes as a compliment. It gives her a chance to highlight her interesting inventory, which is quite extensive for a small storefront.What she likes is how customers can zoom in on items of interest."It does personalize your online visit," she said. "You can stroll past what doesn't interest you -- bypass the socks and go to the nutrition wall. It's customized for the person using it. It's pretty neat!"For Shalon Hastings, owner of Taco del Sol and Hub Coffee, it's a way for her to show potential customers how airy and bright and vibrant the Taco del Sol restaurant is.Customers have found her restaurant on the Internet and are talking about it on sites like Yelp, Trip Advisor and UrbanSpoon. These are the same Internet sites she uses when traveling to places like Boulder, Colo., and San Francisco and wants to discover unique local restaurants."It eliminates some of the expensive guesswork" of randomly wandering into a restaurant or coffee shop, she said.Hastings, like a growing number of entrepreneurs, embraces the new technology."I don't think there's anywhere to go but up," she said.It's definitely an untapped tool to reach tourists.Montana experienced a 2 percent increase in tourism last year, she said, quoting a new report out of the University of Montana Institute for Tourism and Recreation Research. And during the third quarter, tourism spending was up 20 percent."If there is any opportunity to bring some of that money to Helena ... I'm doing whatever I can, within reason," she said. "I think the Internet is a very viable way to communicate."The virtual tours are also a great way for Montana and Montana communities to share some of the very special places in the Treasure State, from museums and art centers to places like Lewis and Clark Caverns."I grew up in Montana -- in Colstrip," he said. "I just love this state. Anyway I can explore it and show it off -- I just love it."This is kind of my dream job."Copyright: ___ (c)2014 Independent Record (Helena, Mont.) Visit the Independent Record (Helena, Mont.) at .helenair.com Distributed by MCT Information Services迷利倉

迷你倉 epaper.ynet.com/html/2014-01/14/content_35780.htm?div=-1...本報訊（記者 王薇）日前，春運返鄉的售票高峰已經結束，但已經搶到車票的旅客還不能放鬆，因為全國火車票聯網銷售，要想順利返京...儲存倉

　　UPS似乎進攻凶猛。在全球市場，self storage並購是它近年來的關鍵詞；在中國，UPS也取得了國內快遞牌照，並且試圖打造一個全方位的模式“提供一切可能的運輸方式”。　　《中國經營報》：2012年UPS在中國國內快遞市場取得了快遞牌照，開通了7個城市的國內快遞業務，未來國內快遞的布局如何？　　斯科特：UPS在中國開展業務已有25年，目前為止主要業務集中在進出口領域，我們在中國分別建立了上海國際轉運中心和深圳亞太轉運中心。我認為中國中產階層是發展潛力巨大的群體，UPS將要在中國建立類似于歐美地區的網絡，但這需要時間。　　2012年，我們在7個城市開通了國內快遞的業務，2013年新添加了12個城市，2014年預計再增加14個新城市。盡管短期內利潤沒有明顯變化，但UPS會繼續投資中國著眼長期發展。　　《中國經營報》：目前UPS在中國的業務相對簡單——快遞、醫療保健和合同物流是三大主業，你認為哪個部分的業務最有發展前景？同時UPS也一直對外表態準備涉足電子商務，目前具體想法如何？　　斯科特：一般來說，快遞包裹市場擁有更高的利潤。但從市場整體來看，我認為UPS迷你倉有產品都取得了豐厚的利潤，其中醫療保健更是快速發展的領域。中國社會的老齡化已經是大勢所趨，而與門檻頗低的快遞企業不同，醫療保健並非誰都可以隨便參與。此外醫療保健的好處在於它能帶動所有的業務，我們可以從陸運包裹、航空包裹、貨運代理以及物流中獲利。　　談到電子商務，UPS是美國電子商務的主要參與者，超過40%的業務是電子商務、送貨上門和B2C企業，而20年前這大概還不到20％。在中國，電子商務的潛力誰也無法預料，如今UPS在電子商務領域所扮演的角色更多的是中國電子零售商，把貨品運往中國以外地區，未來你會看到UPS擁有更多中國國內業務操作和電子商務。　　《中國經營報》：在並購TNT失敗之後，UPS在歐洲市場有什麼打算？　　斯科特：TNT與UPS有互補作用，因為它在巴西、澳大利亞等新興市場擁有實力，不過並購流產後UPS也應該往下找找其他目標。未來UPS的收購項目將更多地集中在能力增長和醫療保健方面。最近UPS分別收購了意大利的公司和匈牙利的CEMELOG兩家醫療保健公司。而在歐洲，UPS則宣佈收購歐洲市場運營商Kiala，拓展自己的BtoC模式。迷你倉將軍澳

迷你倉 【本報訊】江蘇南京市政協前天召開第十三屆二次全體會議，出席的五百零一名政協委員並無拿�大疊文件，反而手持一部國產平板電腦開會。當局稱每年政協各大會議須印製大量文件，若實行無紙化、改用平板電腦下載電子文檔、提交議案等，四年可省下一百五十萬人民幣印刷費。網民憂變另類福利有網民擔心平板電腦變相成為另類福利，政協委員可在開會時或會後用作打機、看電影等；當局稱平板電腦非送贈予委員，只是發予他們履行職責使用，如不再擔任職務，市政協將會收回。文件倉

志工朋友秀雪，迷你倉樂觀隨和，笑口常開。聽聞她手足眾多，彼此相處甚為融洽，與父母的關係也十分親密。也許受這樣的氛圍薰陶，洋溢在她臉上的，常是陽光般燦爛的笑容。他們平日時常聚會，互動熱絡；更常舉辦頻繁的家族出遊，而領軍的往往是居住鄉下的娘家父母。年近八旬的兩老，身子仍舊十分硬朗，多年來國內外旅遊不計其數，精力十足充沛。由於年輕時辛苦經營事業，老來不愁吃穿，除不需向子女伸手之外，迷你倉將軍澳時集體出遊更支付大半開支。祖孫三代同行，再加部分街坊鄰居湊數，足以招攬一部遊覽車的人數。日久和遊覽公司熟了，公司有時還會免費招待兩老。每次出遊，遊覽車都熟門熟路地先開到秀雪娘家，搭載在父母老家前集合的家人們，以及一箱箱吃的喝的，包括自家生產的水果，然後展開歡樂之旅。在社會新聞上時見兄弟鬩牆、親子之間大動干戈，甚而走上興訟的家族紛爭，再看看秀雪家族和諧的互動，更覺難能可貴呢！倉

Meeting and capitalizing on the surge in demand for air travel to China presents a complex flight plan for international carriers By TODD BALAZOVIC and WANG WEN As demand for long-haul flights between China and the rest of the world continues to rise, international air carriers are grappling with how they can increase destinations beyond the country’s major transportation hubs.迷你倉 Fueled by the migration of international businesses to cities beyond the big three — Beijing, Shanghai and Guangzhou — carriers are busy mapping out new routes to facilitate business and leisure travel. “For a majority of the international carriers, if they want to expand in China, they will have to look beyond the standard places used in the past,” says Andrew Herdman, director-general of the Association of Asia-Pacific Airlines. In the past two years, more than a dozen new routes to second- and third-tier cities have been introduced by the biggest international airlines. Most recently, British Airways set up a service flying three times a week from London to Chengdu, capital of Southwest China’s Sichuan province, the first new route for the UK airline in China in seven years. It plans on increasing the service to five times a week this summer, using one of the company’s new four Boeing Dreamliner aircrafts. Qatar Airways also announced a new service to Chengdu in September, targeting the city that serves as one of the centers in the Chinese government’s go-west campaign, urging businesses to move from saturated coastal areas. In June 2013, Finnair started a direct flight three times a week from Helsinki to Xi’an, capital of Shaanxi province and home to the Terracotta Warriors. The nation’s oldest international air partner, Lufthansa, which first began flights to China in 1926, was again one of the first to seek out second-tier cities as destinations, establishing routes to Shenyang, capital of the northeastern province of Liaoning, and Qingdao in Shandong province, East China, as early as the summer of 2012. “As a global airline, we want to grow with the market and we operate flights where we see a substantial demand and future potential. We constantly evaluate our network,” says Juerg Christen, Lufthansa’s managing director for Greater China. The long list of new routes from international carriers in China marks a potential shift in how the market is perceived. Historically, international carriers would connect with the major airports of a country and establish local partnerships to help carry passengers to less frequently visited destinations. “The lesson from history is to focus on particular points and serve them with regular frequency, establish good distribution, use alliance partnerships or code-shares with industry partners to build a feed to and from,” Herdman says. But with China set to be one of the fastest growing markets in terms of passenger numbers, relying on local alliances may not be enough if international carriers want to tap into the country’s potential. “The foreign carriers are taking a different view,” Herdman says. “They recognize they might not be able to get more slots in Beijing, Shanghai or Guangzhou, so they are becoming more tempted to put in direct services to cities such as Chengdu and others.” Hesitating to call any city second-tier, Herdman says cities such as Chengdu, Qingdao and Chongqing are among the most populated on the globe. According to the Airline Industry Forecast published by the International Air Travel Association in December, China’s passenger numbers are expected to jump by 227.4 million by 2017 on routes within or connected to China. The report places China as the largest driver of growth, accounting for 24 percent of new passengers over the next three years. Of the new passengers, 195 million are expected to be domestic travelers, with 32.4 million international. International passenger volume within China is expected to continue thriving with a 7.1 percent compound annual growth rate. The Middle East, with a healthy 6.3 percent compound annual growth rate, holds the strongest growth by region. Connecting the two busiest regions, Qatar Airlines launched its new Hangzhou-Doha route last month. “The fact that the Asia-Pacific region, led by China and the Middle East, will deliver the strongest growth over the forecast period is not surprising,” says Tony Tyler, director general and CEO of the International Air Travel Association. “Governments in both areas recognize the value of the connectivity provided by aviation to drive global trade and development. “To reap the benefit, governments in those regions will need to change their view of aviation from a luxury cash cow to a utilitarian, powerful draft horse to pull the economy forward.” But it’s not business travelers seeking opportunity in the untouched corners of the world’s second-largest economy who are calling for more international flights. Increased interest in travel abroad from China’s prospering middle-class has the airlines deliberating over how to take advantage of this new generation of vacationers. In 2012, the number of outbound travelers from China was more than 80 million, prompting several European tourist boards to launch campaigns to draw in Chinese tourist pounds and euros. The number hit 97 million last year. Most of these travelers were from cities outside Beijing and Shanghai. It is in the second-tier cities where the real swelling of numbers is taking place. At the Zhengzhou international airport in the capital of Henan province, a city most recognized in the West as a production center for Apple products, growth in passenger rates is almost double the national average, hitting 13 percent in 2012. “It is definitively an asset to have direct flights into second-tier cities with a strong demand. It makes our global network even stronger,” Christen of Lufthansa says. “It allows the passenger to fly directly to and from Europe without having to change aircraft.” Potential: Opportunities exist but caution is a byword for operators Despite an eagerness to explore the untapped potential of China’s more remote regions, many airlines are expressing caution about starting new routes. Establishing a flight to a new city is a multi-million-dollar gamble. A standard route operating with a Boeing 767, which can carry 220 passengers, can cost an airline up to $50 million per year to operate, requiring more than 120,000 passengers per year to break even. That price tag is slightly lower for international carriers traveling to second-tier cities, with many local governments offering subsidies to airlines to establish international routes to help bring investment and tourism to the city. In 2012, more than 600 million yuan ($99 million) in subsidies were offered by迷你倉將軍澳18 Chinese cities to airlines willing to establish international routes. And while subsidies may offer a head start for a new flight path, when the funding stops, airlines are occasionally left with a tough decision — fold the flight or risk running into the red. This was the choice Air France faced early last year. After running its Paris-Wuhan, Hubei province, route for two years, the carrier decided to reduce its frequency from three times a week to two, after considering canceling the flight altogether. According to one French newspaper, Air France was being offered about 30,000 euros per flight by the local government to the capital of Central China’s Hubei province. Although many airlines are eager to expand, China’s current air regulations and infrastructure are already feeling the strain. Beijing Capital International Airport, which opened its third terminal in 2008 for the Beijing Olympics, is the second-busiest airport in the world, handling 82 million passengers per year. The busiest, Hartsfield-Jackson International Airport in Atlanta, Georgia, sees 95 million passengers annually. Shanghai Pudong and Hongqiao airports are not far behind, handling a combined 80 million passengers last year, according to reports from the Center for Asia-Pacific Aviation. Guangzhou Baiyun International Airport expects to handle 52 million passengers this year, compared with just 20 million when the airport opened in 2004. Combined, these three cities account for 31 percent of the total air traffic in China. While airports and airlines generally welcome high passenger numbers, coordinating such traffic often comes with a host of problems, largely resulting in unexpected flight delays. Chinese airports, despite being among the busiest in Asia, failed to take any of the top 10 spots in the 2013 On-time Airline and Airport Performance report, published by Flightstats, a travel tool that provides real-time flight information. “What is disturbing are the delays on the ground, just before take off,” says Peter Jorna, president of the European Association for Aviation Psychology. “I know this for Shanghai where we often have to wait three hours in the aircraft, before starting a flight of 12 to 13 hours. “Such long hours are not OK for both crew and passengers.” Aiming to divert traffic away from such high-volume areas to alleviate pressure and avoid delay, China has seen several new airports built in second- and third-tier cities in the past decade. Most recently, the southern city of Shenzhen completed work on an 8.5 billion yuan international terminal in November. Tripling the size of the airport’s other terminals, it saw a staggering 2 million passengers pass through its gates within the first month of operation. Chengdu, which has seen the most new activity from international airlines, plans to build a new airport by 2017 that will double the current capacity of the present one. Beijing will also see an additional $11.8 billion airport with seven runways built in the southern part of the city, due to be completed by 2018. “China is investing in ground infrastructure,” says Zhang Baojian, regional vice-president of International Air Travel Association North Asia. “By 2015, China is expected to have more than 230 airports. This will ensure that there is sufficient capacity to accommodate the anticipated aviation growth. “However, investing only in infrastructure on the ground will not be enough. By 2020, the anticipated traffic volume is expected to result in flight delays at Chinese airports if the airspace structure remains unchanged from today. This means flights will not be able to depart or arrive on time.” The sheer speed of growth means that even as new airports are built, they are serving only to keep up with the current amount of passengers, Herdman of the Association of Asia-Pacific Airlines says. “You can build airplanes and fly them but if the airspace management and airport capacity cannot keep pace, then you are going to get problems, and that’s felt by the traveling public in terms of delays and congestion,” he says. “But even where there is an enthusiasm for building modern infrastructure, you can point to a number of cases where it hasn’t kept pace with demand. “We’re talking about China, but there’s a similar case in the Philippines and Indonesia, where the rapid growth in demand for air travel, particularly domestic, has outstripped the runway and terminal capacity.” Compounding congestion is China’s unique management of airspace. As is the case with the development of most commercial aviation zones worldwide, Chinese airspace began under military control. But unlike in other parts of the world, where airspace control was gradually ceded as the aviation industry grew, in China more than 80 percent of airspace still remains under the control of the military. This places a limit on the amount of flights allowed to a certain location, even if the infrastructure is capable of supporting more. Limited airspace has led to strong competition among domestic and international airlines vying for slots at the major hubs. With a majority of the new passengers in China traveling domestically, when slots do become available at major hubs, they are often awarded to local carriers. The tough competition with domestic carriers at the major city hubs has further prompted international carriers to look to routes where terminal spaces are more easily accessed and new markets can be created. For US carriers, it’s not just airspace limiting the flow of flights between the US and China, says Robert Mann, CEO of R.W. Mann and Co Inc, a US-based aviation analysis and consulting firm. He says the lack of bilateral agreements between China and the US have created a hesitation from US carriers about investing too much into expanding their China business. “The primary issue for US airlines is a lack of open-skies agreements,” Mann says. Aimed at removing government involvement in commercial air operations, the US has established open-skies agreements with more than 110 countries. That there are none with China is a hurdle for US airlines eyeing expansion. Unhindered by bilateral agreements, European airlines are showing more enthusiasm for expanding their presence in China, with the majority of new routes to second-tier cities initiated by EU carriers. US airlines have been pushed to use the more traditional means of access — encouraging partnerships with Chinese airlines. Since 2011, Delta has been using its local partnerships to begin offering direct flights from Beijing to the US. Previously, flights from Beijing stopped at Tokyo’s Narita International Airport before traveling on. Contact the writers at toddbalazovic@chinadaily.com.cn and wangwen@chinadaily.com.cn倉

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礦產資源豐富的印尼昨日宣布，迷你倉為促進本土加工業，即日起禁止部分原礦出口。印尼是全球最大鎳出口國，也是銅、鐵、錫及鋁土礦等重要產地。《華爾街日報》指，中國內地等地已增加鎳存量，以應付供應減少。期鎳價格上周五在倫敦金屬交易所急升3.6%。英國廣播公司(BBC)報道，在禁令頒布前，有內地及香港公司紛紛趕往印尼運貨，其中中遠香港及上海中遠等20多艘貨輪在印尼東部港口遭扣留。經中國大使館與多個部門交涉後，各船上周五起已陸續離港。印尼於2009年出台新礦業法規定，自今年1月12日起禁止向外國礦企出口所有原礦，原礦須在文件倉地冶煉或精煉後方可出口，以增加礦產出口附加值，並提供更多就業職位。不過政府昨稍放寬限制，容許本地加工的部分精礦(從原礦篩選出來的礦砂)於未來3年，可透過繳納出口稅換取豁免。禁令沒包括印尼出口量最大的煤礦，而錫礦因為是在印尼加工，也未被納入。小礦企結業 數千人失業此外，大礦企只要承諾在印尼興建加工廠，亦可獲豁免。相反，數百家本土小型礦企，因無力投資數百萬美元開設加工廠，將面臨倒閉；另有過百家礦企早前因擔心新禁令，已自行減少產量甚至結業，數千名工人因此失業。■《華爾街日報》/路透社/美聯社/法新社/英國廣播公司存倉

美國科技大展「消費性電子展」 (CES)最近在賭城拉斯維加斯登場，迷你倉旺角參展廠商超過3200家，今年穿戴式科技頗受矚目。像三星推出「智慧手表」，必須搭配智慧手機或平板電腦，在國內也引起漣漪。「目前最夯的還是平板電腦。」順發3C量販商品部經理王威鈞說，平板電腦銷售數量年年呈倍數成長，尤其逢年過節，平板電腦成為最時尚、流行的禮物，隨功能性不同，價位可從兩千到兩萬多元。平板電腦的應用很廣，可播放幻燈片、影片，展示商品，也能導覽、當電子書，也能成為小孩的遊戲機。「送給小孩可以玩遊戲，送年長者可以教他上網、開拓視野。」順發3C平板電腦專員張皓鈞表示，在決定採購平板電腦時，首要的考量應該還是「功能性」。康全電腦資訊公司老闆康珀瑞表示，購買平板電腦，仍mini storage檢視現有的3C產品是否有功能重疊，平板電腦比較適合當作個人的第二台隨身攜帶裝置，用來搭配家中的桌上型PC、或是搭配功能比較簡單的一般手機。三星去年就推出穿戴式手表，就能連接平板電腦或手機，符合新新人類耍酷的噱頭。結合手表和上網功能，還有三星的Tab3 7.0版主題旅遊暢行，可以免費下載多款導航玩樂APP，而SONY Xperia Tablet Z平板除輕薄之外，更強調防水功能，華碩的T100二合一變形平板筆電，強調筆電與平板二合一，兼具行動商務和影音娛樂功能，強調可拆分離式鍵盤，電池續航力可達11小時。康珀瑞說，不同的平板電腦作業系統，除了操作界面與使用經驗的不同之外，消費者需要考量的，應該還是在於應用程式多寡、相容性與升級擴充能力。迷你倉