外经贸部成立国际货运代理协会拥有4项管理职能

第一、中央企业申请在北京设立国际货运代理企业或申请扩大经营范围、股权变更等事项,由货代协会进行初审,将审查意见报外经贸部,由外经贸部终审并颁发批准证书。 　　第二、中央企业申请在异地设立子公司或分支机构,由货代协会负责对该企业在京的经营情况进行审核,并向该公司拟设立子公司或分支机构所在地的省级外经贸主管部门出具审核意见。 　　第三、结合治理整顿货代市场工作,由货代协会负责在京的各有关中央企业的年审工作,并负责对全国范围内本行业的年审情况进行汇总、统计和分析,写出行业年审报告,于每年 4月底前报外经贸…     

巴斯夫（中国）物流服务推动中国化工物流水平

今年年初．巴斯夫首次向在华的物流服务供应商颁发神行太保奖．上海景源、苏特恩斯国际货代和上海密尔克卫国际集装箱货运3家在沪注册的物流企业获此荣誉。     

怎样与大象共舞——中国国际工程承包企业如何应对后危机时代

在后金融危机时代,我国国际工程承包企业不得不面临新的不确定因素,遭遇新的危机与新的挑战。我国国际工程承包企业面临的挑战国际工程承包市场持续低迷。全球金融危机对国际承包市场造成了较大的冲击,市场持续低迷的状况在未来一段时间内很难改变。     

外经贸部要求规避无单放货风险

日前，国家外经贸部向各省、自治区、直辖市及计划单列市外经贸委(厅、局)发出通知，要求各地规避无单放货风险。　　通知说，随着我国航运市场的不断开放，目前FOB条款的贸易合同已达60％至70％。有些指定货代心存不善，与进口商串通一气，搞无单放货，使我出口企业货、款两空。　　通知指出，为规避无单放货的风险，外贸企业在签订出口合同时，应尽量签订CIF或C＆F条款，力拒FOB条款，避免外商指定境外货代安排运输。　　如外商坚持FOB条款指定船运公司和货代安排运输，可接受指定的船运公司，但不能接受未经外经贸部批准在华经营国…     

新形势下国际工程高质量发展能力建设系列之二 国际工程市场选择能力建设

国际工程市场选择是一个循环不断的过程,因此无论是初次进入市场还是已在市场打拼多年,都面临市场选择问题,因为市场是在不断变化的,而我们对市场的认知也是在不断提升的。国际工程市场选择能力建设,是中国对外承包工程企业永恒的课题。     

人民币升值背景下中国企业发展国际市场策略研究

随着我国改革开放的深入,中国企业在国际市场上地位越来越重要,面临问题也越来越多,人民币升值是其中最重要也是影响最大的问题之一。文章回顾了人民币汇率改革的历程,分析了人民币升值对我国企业的影响,在此基础上,从国际市场进入策略、国际营销策略、成本管理和财务管理等四个方面研究了我国企业如何开拓和发展国际市场,并提出了建议。     

稳定国际市场是当务之急

高楼大厦不能平地起,只有基础打得牢固,大厦才能建得更高。走出去是开拓国际市场,是建高楼,而稳定国际市场份额就是打基础、打地基,只有国际市场份额稳定,走出去才能走得更快、更好。国际金融危机影响还未结束,纺织工业发展道路上还有很多不确定因素。目前面临的最突出问题就是国际市场需求萎缩和国内市场压力加大。在刚刚公布的《纺织工业调整和振兴规划》中就明确要求统筹兼顾国际、国内两个市场,采取综合措施,巩     

国际能源秩序酝酿深刻变化

当前,国际能源战略格局正面临着20世纪80年代以来最重要的重组,其突出表现是美国的独霸地位正面临挑战.在供应方面,欧佩克的影响力下降,而以俄罗斯为代表的非欧佩克产油国的地位逐渐上升.随着国际油价不断冲高,产油国希望获得更多的财富分配,"石油民族主义"抬头,国际能源市场主导权正在从跨国公司向产油国转移.全球产油国的国有化浪潮使跨国石油公司拥有的世界石油资源不足7%,难以将手中资金投向勘探和生产.世界各地建立新的石油交易所的计划不断推出,使西方一统天下的石油定价权面临冲击.一些国家放弃石油交易美元计价制,美元的地位正在经历剧变.在国际石油市场发生巨大变化的同时,国际天然气市场已成为新的竞争焦点.国际能源秩序的变化将对每个国家产生深远的影响.中国如何洞察这种深刻变化并做出科学决策,是保障能源安全、建设和谐社会面临的紧迫课题.     

有效推进国际工程项目风险管理

"走出去"战略对国家经济的发展、民族产业的振兴都有着深远的意义.在复杂的国际市场上参与国际竞争,我国工程承包企业面临严峻的安全形势. 近年来,我国企业进入国际市场,参与的各类项目越来越多,在开拓国际工程市场方面也取得长足进展.     

国际和国内工程招投标的差异对比

1、引言我国加入WTO已经五年多了,我们面临的国际机遇和挑战都在不断的提高,相应的建筑市场的逐步开放也是大势所趋,越来越多的国际大型承包商将大量进入我国市场,而我国的     

Generalized linear interactive model for market segmentation: The air freight market

This study aims to provide a case study that improves the effectiveness of the macro segmentation approach. Generalized linear interactive model is applied to link macro indicators with customer consumption under the assumption of competition. The empirical portion of this study segments the air freight market of Taiwanese high-tech industry. Five segmentation variables are identified and examined using 511 air shipment contracts collected from 151 high-tech manufacturers. The study results conclude that market classification between forwarder and express is less clearly defined due to carriers' service enlargements and customers' changing needs. Shipment destination and size may still serve as effective market classifications to divide air freight market into twelve segments, whereas time in transit, shipment frequency, and product status, have lost their validation in segmenting the market. The segmentation examinations may help air carrier industry understand customer defection and attrition and provide strategic insights for targeting segments and positioning service strategies.     

沿海煤炭运价预测动力煤价格走势的可行性分析

中国沿海煤炭运价能够反映海运煤炭市场的供需关系,且价格变化较灵活,能够帮助我们判断动力煤北方港口下水价格的走势。通过对比综合指数、秦皇岛—广州运价、秦皇岛—上海运价这3个重要指标与动力煤价格走势的关系,发现秦皇岛—上海运价与动力煤秦皇岛23.03 MJ/kg(5500 kcal)平仓价的变动趋势最接近。利用秦皇岛—上海运价的6周均值能够预测动力煤平仓价未来6周均价的趋势,准确率高达83.1%。如果秦皇岛—上海运价的6周均值开始出现拐点,那么动力煤价格很有可能在未来第6周也出现拐点。     

Market structure and market outcomes in deregulated rail freight markets

Using cross-section data on a national sample of city-pair markets for rail freight, I examine correlations between prices, quantities, and the number of single-line and interline firms serving markets. I estimate the reduced form of a structural model in which rail rates and quantities depend on the number of firms. I find that rates increase as the number of firms serving the market falls, and quantities shipped rise as the number of firms falls. The result is consistent with market power for rail freight shippers that causes markups to rise when fewer firms serve the market, and is not consistent with other explanations of the relationship between number of firms and rates and quantities. Interline shipment is much more costly than single-line, suggesting that mergers may be desirable even if they exacerbate market power problems.     

Advances in the competitiveness of pan‐European rail freight services: findings from a case study

The European rail freight market is ostensibly a free market where, from 1 January 2007, both incumbent and new‐entrant operators are able to compete on every line and in every European Union country. The main objective of this research paper is to assess the advances in the competitiveness of the pan‐European rail freight services operated by a new‐entrant (private) operator. Its main focus is to assess and contribute to the understanding of the advances towards competitiveness and the future prospects in the open European rail freight market, including dealing with challenges (e.g. dormant and departure of partners, suspension of the project, indistinct roles and responsibilities of operating partners) at different phases of the research, development and service offerings, that will be an important contribution to the Research and Development (R&D) policy and management arena in the Europe rail freight transport sector. The current research applies a case study research approach. The assessment of the rail freight service is performed by conducting two phases: first, a comparison of the progress between first and second year of the REorganisation of Transport networks by advanced RAil freight Concepts (RETRACK) rail freight service, operated by a new entrant and conducted on the corridor between two hubs – Cologne, Germany, and Györ, Hungary, and secondly a comparison of the opinions of customers on the RETRACK service and its competitors. From the comparative study between the first and second years, the study finds that the new‐entrant operator was able to offer an increased number of services by consolidating cargo from satellite connections at both ends of the operational corridor by adopting a pragmatic and flexible approach. The customer satisfaction survey suggests that the new‐entrant operator offered better service in terms of price, transit time, reliability and information flow/management compared to its competitors' services (offered by incumbent rail operators) on the corridor. However, their service was inferior to that of its competitors, in terms of frequency and availability of service. These less‐well performed service factors have improved gradually over time. The study suggests that intra‐rail competition has improved, but that inter‐modal completion is yet to be achieved. The ups and downs of the project provide important lessons for R&D management, academia and policy makers. The study suggests that a pan‐European rail freight service can be efficiently and effectively run by new‐entrant operators, and this will lead to more intra‐modal competition. However, they have yet to achieve competitiveness that will result in a shift of cargo from road to rail by offering an improved service that at least matches the major attributes of road freight service, e.g. price, transit time, door‐to‐door service and working in a collaborative way with other actors.     

Demand choices of high-tech industry for logistics service providers—an empirical case of an offshore science park in Taiwan

This study presents a methodological framework for analyzing factors that influence market share of third-party logistics (TPL) in high-tech industry. An emerging science park located in Southern Taiwan was chosen as the empirical case for the study. Confirmatory factor analysis was first conducted to examine the reliability and validity of the census data (136 outsourcing cases from 68 high-tech manufacturers). This was followed by calibrations of a binary logit model that examines the demand choices of the manufacturers in selecting two types of TPLs, express and forwarder. Results indicate that the strongest determinant of industrial demand choices is the service performance of the TPL, followed by service cost, and added value. In improving these service factors, the market share effect of express-based TPL is found to be slightly greater than that of forwarder-based. The analysis indicates that high-tech manufacturers with larger annual sales or smaller shipments favor express services over forwarding services.     

Development and perspectives on supply and demand in the global hard coal market

The year 2007 was filled with record high prices and extreme volatility levels for many commodities and the global coal and freight markets were no exception. Naturally this opens up a discussion of what may be the root causes for the extreme price developments, and whether they can be attributed, wholly or partly to a change in supply and demand within the seaborne hard coal market, a lack of investment or a changing market structure. This paper takes a closer look at these topics building upon the earlier analytical methods and previous work of H. Gruss (1989–2003) and C. Kopal (2006–2007) published in the Zeitschrift für Energiewirtschaft.     

An examination of the economic efficiency of class I railroads: A profit function analysis

This paper uses a system of translog profit and input demand equations to analyze price and technical efficiency in Class I railroads for the period 1978–1983. The results indicate that railroads are neither profit maximizers nor cost minimizers, that capital expenditures increase technical efficiency, and that deregulation led to greater economic efficiency. The average length of haul is negatively related to economic efficiency; track miles are negatively related to economic efficiency, market share positively affects economic efficiency; and, the ratio of freight to total revenue positively affects economic efficiency.     

Strategic use of private standards to enhance international competitiveness: Vegetable exports from Kenya and elsewhere

The paper examines how European retailers are using private standards for food safety and ‘quality’ as risk management and competitive tools and the strategic responses of leading Kenyan and other developing country supplier/exporters to such standards. Despite measures to harmonize a ‘single market’, the European fresh produce market is very diverse in terms of consumer preferences, structural dynamics and attention to and enforcement of food safety and other standards. Leading Kenyan fresh produce suppliers have re-positioned themselves at the high end, including ‘high care’, segments of the market – precisely those that are most demanding in terms of quality assurance and food safety systems. An array of factors have influenced this strategic positioning, including relatively high international freight costs, the emergence of more effective competition in mainstream product lines, relatively low labor costs for produce preparation, and strong market relationships with selected retail chains. To succeed in this demanding market segment, the industry has had to invest substantially in improved production and procurement systems, upgraded pack house facilities, and quality assurance/food safety management systems.     

Testing for market power in the U.S. motor carrier industry

During the 1980's, researchers noted a trend towards increased concentration in the general freight, less-than-truckload (LTL) portion of the U.S. motor carrier industry. The purpose of this study is to employ new empirical industrial organization techniques to determine whether the more concentrated, post-1980, LTL industry exerted monopoly pricing behavior and to compare the nature of pricing behavior before and after regulation reform. The results suggest that the trend toward increased industry concentration does not imply anti-competitive performance. Also, the results indicate the presence of regulation-induced market power several years prior to regulation reform in 1980.     

A multi-item supply chain with credit periods and weight freight cost discounts

It is possible to realize considerable savings by aggregating the replenishment of a variety of items in a multi-item supply chain. This joint multi-item replenishment policy has already been widely applied in a variety of industries. This type of policy may make it possible for the retailer to take advantage of transport economies of scale by the utilization of freight discounts for greater weight. In addition, a supplier will often extend forward financing to a retailer. In this paper, a multi-item supply chain with a credit period and weight freight cost discounts is considered. The retailer bears the freight costs, but the freight carrier provides freight-transport discounts that are positively related to the weight of the cargo transported. From both the individual and the channel perspectives, we deal with the dual problems of determining the ideal supplier credit period, and of the best way for the retailer to make multi-item replenishment and pricing decisions, while still maximizing profits. We outline the optimal properties and develop algorithms for solving the problems described, as well as discuss the impact of the freight cost discounts, the inventory holding cost, and the interest rate on the behavior of both parties.