We focus on export rates from ports on the European Northern
Range. The freight rates employed in this study were provided by
one large container shipping line. The rates used are those charged
to some of the largest forwarders. We were fortunate to work with
a commercial agent of the shipping line who deals directly with
these clients, and who conducts negotiations on a daily basis with
these firms. The agent has an excellent knowledge of market conditions.
While the rates accorded to these major customers may be
lower by 10–25% than the grid of rates charged to other customers,
the size and importance of these companies in European trades
means that they account for a very large percentage of traffic carried
by the carrier. In addition, the fact we are dealing with the
same type of client ensures that variations in rates are not due to
the quality of the client. It ensures a high degree of consistency
in the rates between the reporting periods. The rates were collected
for the month of June. Because rates vary throughout the
year it was decided to select the rates for 1 month. June was chosen
for the reason that it is considered to represent a period exhibiting
an average volume of traffic, in between the slow period of the
early spring, and before the traffic peaks of the fall. An advantage
of using rates directly from a carrier is that it is possible to breakdown
the freight rates, the surcharges and the THC that for example
are sometimes grouped together in the CI data. The only
destinations where this breakdown is not possible are those in
North America, since the quotations are ‘‘all in’’ rates, which for a
long time have been based on carrier haulage and include land
transport rates from the ports of entry to the locations of the customer.
Although we obtained rates for both imports and exports, in
this paper we focus on the exports because we have a complete set
of surcharges.
We focus on export rates from ports on the European Northern
Range. The freight rates employed in this study were provided by
one large container shipping line. The rates used are those charged
to some of the largest forwarders. We were fortunate to work with
a commercial agent of the shipping line who deals directly with
these clients, and who conducts negotiations on a daily basis with
these firms. The agent has an excellent knowledge of market conditions.
While the rates accorded to these major customers may be
lower by 10–25% than the grid of rates charged to other customers,
the size and importance of these companies in European trades
means that they account for a very large percentage of traffic carried
by the carrier. In addition, the fact we are dealing with the
same type of client ensures that variations in rates are not due to
the quality of the client. It ensures a high degree of consistency
in the rates between the reporting periods. The rates were collected
for the month of June. Because rates vary throughout the
year it was decided to select the rates for 1 month. June was chosen
for the reason that it is considered to represent a period exhibiting
an average volume of traffic, in between the slow period of the
early spring, and before the traffic peaks of the fall. An advantage
of using rates directly from a carrier is that it is possible to breakdown
the freight rates, the surcharges and the THC that for example
are sometimes grouped together in the CI data. The only
destinations where this breakdown is not possible are those in
North America, since the quotations are ‘‘all in’’ rates, which for a
long time have been based on carrier haulage and include land
transport rates from the ports of entry to the locations of the customer.
Although we obtained rates for both imports and exports, in
this paper we focus on the exports because we have a complete set
of surcharges.
การแปล กรุณารอสักครู่..