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更多“Freight charge”相关的问题
Asking the customers to bear the sample freight charge
Dear Sirs,
Thanks a lot for your continued interests in our products．We have(1)in doing business with you either.
(2)samples, we are glad to tell you they are(3)now．In order to promote our business in future, they shall be(4)for you．But as our company's principle, you need to pay(5).
The samples shall be(6)to you as soon as you supply us your(7): DHL, FEDEX, or UPS account, or we receive your transmit about USD, to our account: …in…Bank.
Hope this little(8)will not stand(9)of our business.
Look forward to your early reply and(10)with you in near future.
Best regards !
Yours faithfully,
Kate
Freight consolidation is not a standard service.( )
The responsibility of Freight Forwarders is to make the best arrangements for shippers.( )
Describe standards of calculating freight on liners.
When determining the freight rate,the carrier will also consider stowage factor.( )
Supporters of the new super systems argue that these mergers will allow for substantial cost reductions and better coordinated service. Any threat of monopoly, they argue, is removed by fierce competition from trucks. But many shippers complain that for heavy bulk commodities traveling long distances, such as coal, chemicals, and grain, trucking is too costly and the railroads therefore have them by the throat.
The vast consolidation within the rail industry means that most shippers are served by only one rail company. Railroads typically charge such "captive" shippers 20 to 30 percent more than they do when another railroad is competing for the business. Shippers who fed they are being overcharged have the right to appeal to the federal government's Surface Transportation Board for rate relief, but the process is expensive, time consuming, and will work only in truly extreme eases.
Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone's cost. If railroads charged all customers the same average rate, they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line. It's theory to which many economists subscribe, but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail. "Do we really want railroads to be the arbiters of who wins and who loses in the marketplace"？ Asks Martin Bercovici, a Washington lawyer who frequently represents shipper.
Many captive shippers also worry they will soon be tilt with a round of huge rate increases. The railroad industry as a whole, despite its brightening fortunes. Still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic. Yet railroads continue to borrow billions to acquire one another, with Wall Street cheering them on. Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just $427 million, less than half of the carrying costs of the transaction. Who's going to pay for the rest of the bill？ Many captive shippers fear that they will, as Norfolk Southern and CSX increase their grip on the market.
According to those who support mergers railway monopoly is unlikely because ______.
A．cost reduction is based on competition
B．services call for cross-trade coordination
C．outside competitors will continue to exist
D．shippers will have the railway by the throat
