國際貨運的參考文獻

『壹』 誰有關於國際貨運代理運作的參考文獻

相似文獻： - 國際貨運代理的業務責任分析 Analysis on the Responsibility of International Freight Forwarder Practice 作者:萬長雲, 期刊-核心期刊 中國市場CHINA MARKET 2008年 第45期 - 第三方物流下的國際貨運代理人 International Freight Forwarding Agent under 3PL Service 作者:姚榮芬, 期刊-核心期刊 水運管理SHIPPING MANAGEMENT 2004年 第09期 - 國際貨運代理業應當盡快實施收益管理 International Freight Forwarders Should Carry Out The Revenue Management as soon as Possible 作者:李彩其, 期刊 中國水運(學術版)CHINA WATER TRANSPORT 2007年 第06期 - 淺談國際貨運代理的風險保障--責任保險制度 Brief Discussion on Liability Insurance System - Risk Protection of International Forwarding Agency 作者:牛芳, 期刊-核心期刊 國際經貿探索INTERNATIONAL ECONOMICS AND TRADE RESEARCH 2002年 第05期 - 無船承運人的角色定位及若干問題 作者:張穎, 期刊 中國水運(上半月)CHINA WATER TRANSPORT 2008年 第03期 - 對國際貨運代理業實行責任保險制度的探討 Study on the International Freight Forwarders Liability Insurance System 作者:高偉, 期刊 青島遠洋船員學院學報JOURNAL OF QINGDAO OCEAN SHIPPING MARINERS COLLEGE 2007年 第01期 - 我國國際貨物運輸代理中存在的問題及對策 Agency for the Transportation of International Goods: Problems and Solutions 作者:秦淑芬, 期刊-核心期刊 國際貿易問題JOURNAL OF INTERNATIONAL TRADE 2001年 第10期 - 國際貨運代理人身份的辨別 On the Identity of Forwarder 作者:蘇同江,高偉, 期刊 青島遠洋船員學院學報JOURNAL OF QINGDAO OCEAN SHIPPING MARINERS COLLEGE 2005年 第03期 - 對國際貨運代理公司承擔承運人責任的幾點思考 A Study on the Carrier's Responsibilities of Freight Forwarders 作者:馬樹傑, 期刊 天津職業院校聯合學報JOURNAL OF TIANJIN VOCATIONAL INSTITUTES 2006年 第06期 - 國際貨運代理人法律地位的認定標准 Criterion of jufistical status judgment on international freight agent 作者:劉楨,李鵬,劉京利, 期刊-核心期刊 水運管理SHIPPING MANAGEMENT 2008年 第06期 - 控制風險揚帆國際——小議國際貨運代理的風險防範 作者:曾樺, 期刊-核心期刊 商場現代化MARKET www.17net.net 易起論文網

『貳』 關於國際貿易中海運提單相關的書籍，參考文獻等

二、收貨人、指示方、托運人、通知人及背書

（一）如果信用證要求記名提單，如「consigned to Bank X」，而不是「toorder」或「toorder of Bank X」等，則提單不得在收貨人一欄中具名人的名稱前出現「to order」或「to order of」的字樣，不論該字樣是列印還是預先印就的。同樣，如果信用證要求憑指示提單，如「to order」或「to order of」，提單就不能做成以該具名人為收貨人的記名形式。

（二）如果提單做成指示式或憑托運人指示式抬頭，則該提單須經托運人背書。代理人或代表托運人所作的背書是可以接受的。

（三）如果信用證未規定通知人，則提單中的相關欄位可以空白，或以任何方式填寫。不過，實務中的通常做法是填寫開證申請人的名稱和地址。

三、裝運港和卸貨港

（一）信用證規定的裝運港的名稱應在提單的裝運港欄中標明。如果很清楚貨物是由船隻從收貨地運輸，且有裝船批註表明貨物在「收貨地」或類似欄目名下顯示的港口裝載在該船上的話，也可在「收貨地」或類似欄目名下標明。

若信用證要求的是港至港提單，只要具備有效的「已裝船」批註，銀行可以接受註明一個內陸地點或另一港口為收貨地的提單。

若信用證規定的裝運港是某一地理范圍，且信用證允許轉運，根據第R227號意見，如海運提單註明了不同的收貨地和裝運港（均在信用證規定的港口范圍內），則必須在裝船批註中註明裝上船隻的裝運港、船隻名稱及日期；若海運提單僅註明該范圍內的一個港口為裝運港及相應船名，裝船批註可不必包括港口及船名信息。

若收貨地和裝運港相同，則不需批註港口、船名，條件是「前程運輸」欄為空白；若「前程運輸」欄包含一些信息，則必須批註起運港及相應船名。

（二）信用證規定的卸貨港的名稱應在提單的卸貨港欄中標明。如果很清楚貨物將由船隻運送至該最終目的地，且有批註表明卸貨港就是「最終目的地」或類似欄目名下顯示的港口，也可在「最終目的地」或類似欄目名下標明。

同上，若信用證要求港至港提單，只要具備有效的「已裝船」批註，銀行可以接受顯示一個內陸地點或另一港口為目的地的提單。

（三）如果收貨地為一集裝箱堆場（CY）或集裝箱貨運站（CFS），且與規定的裝運港相同，例如，收貨地為香港集裝箱堆場，裝運港為香港，這些地點將被視為同一地點，因此，無需在裝船批註中註明裝運港和船名。

（四）如果信用證規定了裝運港和／或卸貨港的地理區域或范圍（如「任一歐洲港口」），則提單必須標明實際的裝運港和／或卸貨港，而且該港口必須位於信用證規定的地理區域或范圍之內。

四、轉運和分批裝運

（一）轉運是指在信用證規定的裝運港至卸貨港之間的海運過程中將貨物從一艘船卸下再裝上另一艘船。如果卸貨和再裝船不是發生在裝運港和卸貨港之間，則不視為轉運。

（二）雖然信用證可能禁止轉運，但UCP500第23條d款仍然允許在某些情況下進行轉運。但是，如果信用證禁止轉運，且排除UCP500第23條d款的適用，則表面表明將發生或可能發生轉運的提單將被視為不符。

第23條d款規定，即使信用證禁止轉運，銀行對註明將發生轉運的提單仍予以接受，只要提單上證實有關貨物已由集裝箱、拖車及／或子母船運輸，並且同一提單包括海運全程運輸。因此，如欲完全禁止轉運，信用證還須註明排除UCP500第23條d款的適用。

（三）如果信用證禁止分批裝運，而提交的正本提單不止一套，裝運港為一個或一個以上的港口（信用證特別允許或在信用證規定的特定地理范圍內），只要單據表明貨物是用同一艘船並經同一航程，目的地為同一卸貨港，則此種單據可以接受。如果提交了一套以上的提單，而提單表明有不同的裝運日期，則最遲的裝運日期將被用來計算交單期限，且該日期必須在信用證規定的最遲裝運日或之前。貨裝多艘船即構成分批裝運，即是這些船在同日出發並駛向同一目的地。

『叄』 我需要篇外文，關於國際貨代的，急需！~另外如果可以的話，給我弄兩三個關於國際貨代的參考文獻，感激不盡

With costs in China rising, the shipping instry has been investing in Vietnam, and shippers may be ready to join them
Technology market leader Intel is e to turn on the switch at its $1 billion integrated circuit packaging and testing plant in Ho Chi Minh City later this year, but there is far more at stake for shipping lines, logistics companies and the rest of the trading world than the work on semiconctors.
Intel is inaugurating its plant in Vietnam at the start of what some believe may be the opening of a new era of trade in Asia. China』 decade-long role as the world』s factory floor is being challenged by rising labor costs and budding Chinese consumerism, pushing manufacturers to look for alternatives to models built on China』s low costs.
To many, Vietnam looks to be the strongest of those alternatives, with Intel』s move into Ho Chin Minh City serving as a potential signature event.
「In effect, we are seeing a very fast transformation of Vietnam』s light instrial base,」 said Richard Martin, managing director of IMA Asia, an economic research and forecasting firm. 「The big shift in the last two years is the rise of electronics.」
Exports of textiles and garments grew 18.3 percent in the first four months of this year compared to a year earlier, according to IMA Asia, and footwear rose 5.1 percent. Computer and electronics exports jumped 40.8 percent in the same period.
Electronics still make up a relatively small share of the Vietnam』s exports volume, but that gap in the growth rate amid pressure at China factories to raise wages has more companies looking seriously at the country』s potential for manufacturing and sourcing.
In fact, the Gold Rush to take advantage of Vietnam』s low labor costs is picking up again this year as more U.S. and European importers shift proction of textiles, apparel and footwear to the rapidly growing country. The shift, which began in 2007 when Vietnam became a member of the World Trade Organization, hit a brick wall last year as new foreign investment all but dried up ring the Great Recession, and the country』s torrid trade growth slowed.
Although Intel』s plant has been in the works for several years, it』s one tangible sign that foreign direct investment in manufacturing facilities, which grew at a compound annual rate of 11.6 percent from 2000 to 2008 before falling 73 percent last year, is on its way back. Foreign investment grew in the first quarter with restored interest in textiles and footwear and the long-awaited move up the value chain to electronics.
The country』s prime minister told the World Economic Forum in Ho Chi Minh City this month that Vietnam』s economy will grow 6.5 to 7 percent this year after expanding 5.3 percent in 2009.
The recession didn』t stop container lines from adding new direct services to the U.S. and terminal operators from opening four facilities, all of it built on business that was growing last year and, they believe, has the potential to grow far more.
In the 13 months since the Port of Ho Chi Minh City, where the Cai Mep and Thi Vai Rivers meet, was dredged to 35 feet, or deep enough to handle the midsize ships that ply the trans-Pacific, many of the world』s major container lines have started calling at two of the port』s four new container terminals with direct services to the U.S. The recession slowed the growth of the volumes carried by the direct services that have been launched by APL, 「K」 Line, Hanjin, Maersk Line, MOL, NYK and OOCL, and it is only now that their ships are sailing full.
「Vietnam was a mainstay for us in 2009 in what was otherwise a horrible year,」 said Goh Teik Poh, president for South Asia at APL. 「We saw 7 percent growth (in Vietnam) last year, slower than the 13 to 14 percent growth in 2008, but nevertheless good growth.」
APL started two direct services to the U.S. last year, one on its own and the other as part of the New World
Alliance. It also started new Vietnam calls by five intra-Asian services. 「We intend to launch a couple more depending on timing.」
Carriers clamoring to start the first direct services from Vietnam to Europe will be able to do so next March when Japan』s office of Official Development Assistance, the aid agency that is part of the country』s Ministry of Foreign Affairs, completes dredging the channel to the lower harbor down to 45 feet and two more container terminals open with access to the deeper channel.
By then, Vietnam』s container trade, which started to revive in the first quarter of this year, should return to double-digit growth rates. The only constraint on growth will be the still-lagging state of Vietnam』s inland road network and the relatively small sizes of the new terminals that the Vietnamese government has approved.
Yet even last year, when the recession cut global trade volume 10 percent, Vietnam』s overall trade volume increased 2 percent, although that was down from the average 20 percent annual growth it enjoyed ring from 2005 to 2008.
Total U.S. containerized trade with Vietnam grew 6.5 percent last year, according to PIERS Global Intelligence Solutions, a sister company of The Journal of Commerce. U.S. imports from Vietnam fell 2.8 percent, while exports to Vietnam rose 31.8 percent
Vietnam last year surpassed Hong Kong as the No. 2 exporter of women』s and infant wear to the United States, behind China, according to PIERS, and containerized trade volume in that business nearly doubled between 2005 to 2009, to 48,609 TEUs, a compound annual growth rate of 17.4 percent. Those exports grew 0.4 percent in the first quarter while shipments from Hong Kong, Indonesia and Cambodia fell.
Vietnam is behind China and Hong Kong in footwear, but compound annual growth of 10 percent over the last five years pushed the country』s share of those exports to the United States from 4 percent to 7 percent.
With demand recovering quickly, Vietnam』s overall trade volume is expected to resume its double-digit growth this year and continue at that rate in the years to come. PIERS forecasts U.S. imports from Vietnam will jump 41.6 percent this year, and exports, 16.3 percent.
That will be another accelerator of growth for Vietnam,」 said Martin Gaard Christiansen, CEO for APM Terminals』 Asia-Pacific region. 「Instead of all European goods being transshipped, now you』ll be able to load them directly for Europe. We』ve seen a high demand from carriers to bring in direct strings for the Pacific trade. But next year, they will be able to bring in Europe-bound vessels.」
European imports from Vietnam are transported on feeder ships to Singapore or Hong Kong and transshipped onto Asia-Europe loops that use vessels with a capacity of 10,000 to 12,000 TEUs. Those have a draft that』s too deep for the current terminals at Ho Chi Minh』s City』s port.
APM Terminals and two local partners are building the Cai Mep International Terminal, which will open in January. The terminal will be able to handle Asia-Europe trade when the dredging to a 45-foot draft is completed in March. Its 656-foot-long berth will have a capacity of 600,000 TEUs, but that will be expanded to 1.1 million TEUs in 2011 after Phase 2 construction is completed.
「In March, every single shipping line that has a service to Europe will want to come in,」 said Malcolm Gregory, head of commercial operations at the Cai Mep International Terminal. 「The next problem is that only one facility will be open — ours — and we won』t be able to handle them all. That』s a nice position to be in.」
A second deep-water terminal, the Saigon SSA International Terminal, also will open next year with access to the 45-foot channel, but not until year-end.
If the opening of the new terminals that can handle direct Asia-Europe services does rev up European demand for Vietnamese procts, there could be a slowing in the growth of Vietnam』s exports to the U.S. as European importers corner more of the supply. 「I expect that we』ll see a slowdown in exports to the U.S.,」 said Julia Hughes, executive director of the United States Association of Importers of Textiles and Apparel. 「There』s not unlimited capacity for textile and apparel proction. Usually, if there is a surge in one market, like Europe, there is a balancing act between the U.S. and EU business.」
Over the 12 months through March, U.S. apparel imports from Vietnam were up almost 7 percent by volume. Non-apparel imports, which include yarns, fabrics and furnishings rose 96 percent in the same period. 「That』s where the big growth has been, off a smaller base,」 Hughes said. 「In the past year, no one was growing except Vietnam.」
The rapid pace of maritime development is reminiscent of what happened when China』s trade took off 10 years ago. But Vietnam』s terminals, even those under construction, are far smaller than those that have been built in China.
「When you look at the number of facilities, it sounds like a lot, but when you look at the number of berth windows, it』s not so much,」 Christiansen said.
Another constraint on growth is Vietnam』s poorly developed road system. The country has a total road network of 137,944 miles, but only 19 percent of that is paved. Roads are so poor that a lot of the cargo is transported by barge from the factories around Ho Chi Minh City 50 miles down the river to the new terminals.
Vietnam』s government is pouring money into its road network, but getting goods on the road may not be the biggest barrier, trade experts say. The country has notorious red tape.
「There are still barriers to doing business in Vietnam because of the way it』s structured and the way it handles business,」 said Evan Armstrong, president of Armstrong & Associates, a research and consulting firm in Staughton, Wis. 「If you do business in Vietnam, you』re doing business with the government. It』s not like doing business with the United States.」
APM Terminals』 Christiansen said his company had no problems getting permits to build the Cai Mep International Terminal, but Armstrong said setting up a reliable supply chain in Vietnam requires a different structure. 「Companies that are looking to do business there should make sure they have a good logistics provider with local expertise that can help you manage your supply chain,」 he said.

『肆』 國際貿易畢業論文參考文獻

知網、萬方！登錄上去，注冊個號，搜索相關方向論文，就可以找到！

『伍』 急求國際貿易相關論文1500字要參考文獻

中國論文網有下載各種論文的鏈接。

『陸』 急需國際貿易論文參考文獻

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『柒』 求論文 國際貨運代理對中小型進出口企業發展的影響的中文和英文參考文獻

擬一下，不難。