運(yùn)輸管理

內(nèi)容概要

　　
運(yùn)輸管理是供應(yīng)鏈與物流管理中的重要環(huán)節(jié)。經(jīng)濟(jì)的發(fā)展有賴于健全的運(yùn)輸體系架起橋梁，將大規(guī)模生產(chǎn)與原材料供給連接起來，將供應(yīng)源與市場黏合起來?！哆\(yùn)輸管理(第7版)(英文版)》作者憑借多年的教學(xué)經(jīng)驗，以通俗易懂的寫作風(fēng)格、豐富的真實案例以及面向管理的角度，幫助讀者理解運(yùn)輸管理問題。
　　
《運(yùn)輸管理(第7版)(英文版)》分為三部分：第一部分探討了運(yùn)輸在供應(yīng)鏈管理、經(jīng)濟(jì)運(yùn)行和全球貿(mào)易中的角色和重要性；第二部分介紹了各種傳統(tǒng)運(yùn)輸模式，包括其基本的經(jīng)濟(jì)和運(yùn)營特點，在這一部分還涵蓋了特種運(yùn)輸和全球運(yùn)輸；第三部分從承運(yùn)人和托運(yùn)人兩個角度分析了運(yùn)輸管理，包括運(yùn)輸成本和定價、承運(yùn)人戰(zhàn)略、信息管理和技術(shù)、托運(yùn)人戰(zhàn)略等。

作者簡介

　　約翰·J．科伊爾(JohnJ．Coyle)
賓夕法尼亞州立大學(xué)工商管理學(xué)院的榮譽(yù)教授和供應(yīng)鏈研究中心的企業(yè)關(guān)系主任。他曾于1990年至1996年擔(dān)任《企業(yè)物流雜志》的編輯。目前他是《企業(yè)物流雜志》、《供應(yīng)鏈評論》和《國際實體配送和物流雜志》的編審委員會成員之一。1991年科伊爾博士獲得美國物流協(xié)會最高榮譽(yù)獎。

書籍目錄

序言
作者簡介
第一部分
　第1章運(yùn)輸在供應(yīng)鏈管理中的作用
　第3章運(yùn)輸在全球貿(mào)易規(guī)劃中的作用
　第4章運(yùn)輸在全球貿(mào)易執(zhí)行中的作用
　推薦讀物
第二部分
　第5章汽車運(yùn)輸業(yè)
　第6章鐵路運(yùn)輸業(yè)
　第7章航空運(yùn)輸業(yè)
　第8章散裝運(yùn)輸業(yè)
　第9章第三方物流和特種運(yùn)輸業(yè)者
　推薦讀物
第三部分
　第10章運(yùn)輸成本和定價
　第11章承運(yùn)人戰(zhàn)略
　第12章信息管理和技術(shù)
　第13章托運(yùn)人戰(zhàn)略
　推薦讀物
術(shù)語表

章節(jié)摘錄

版權(quán)頁：插圖：In general, aggregate demand for transportation is inelastic. Freight rate reductions will not dramatically increase the demand for freight transportation because transportation costs generally represent, in the aggregate, less than 4 percent of a product's landed cost, and the demand is a derived demand (to be discussed later). Substantial rate reductions would be required for a meaningful increase in the demand for the product and, consequently, the demand for transportation of that product. On the other hand, if weconsider specific modes of transportation or specific carriers, the demand is generally elastic or price sensitive. The modal share of the aggregate demand is, in part, determined by the rates charged. Reductions in rates charged by a particular mode will usually result in increases in the volume of freight by that mode, other things being equal. This assumes that the mode that reduced the rate is physically capable of transporting the freight.For example, long-haul transportation of new automobiles was dominated by motor carriers in the 1960s and into the 1970s. The railroads developed a new rail car specifically designed to transport new automobiles. This new rail car enabled the railroads to imprve efficiency and reduce the rates that they charged for hauling automobiles and also improved some of the service characteristics of the movements. The percentage of new automobiles hauled by railroads increased with the introduction of the new rail car and the lower rates, and the share of intercity ton-miles of new automobiles trans- ported by motor carriers decreased. Today, motor carriers are usually used primarily to transport new automobiles shorter distances from rail yards to dealerships. Also, when plant locations are close to the points where new cars are needed or where dealers are located, motor transportation is frequently used. So for shorter distances and for movements from the rail freight yard to the dealer the motor carrier is dominant; for the longer hauls, railroads are hauling a larger share of the traffic than previously.

編輯推薦

《運(yùn)輸管理(第7版)(英文版)》為清華物流學(xué)系列英文版教材之一。

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