How to calculate the freight rate of railway goods?

Calculation of freight rate of international railway combined transport goods

The main basis for freight calculation of international railway combined transport goods is the Uniform Transit Freight Rules of the International Freight Association (hereinafter referred to as the Uniform Freight Price) and the Freight Rules of the International Freight Association and China Railway (hereinafter referred to as the Domestic Price Rules).

1. freight calculation principle (1) the freight for sending and arriving at the national railway shall be handled according to the domestic regulations of the country where the railway is located.

(2) The freight of the transit country's railway shall be calculated according to the uniform price regulation on the day of transportation and paid by the consignor or consignee. If the goods are transported between countries participating in the international freight association and countries not participating in the international freight association, the railway freight of countries not participating in the international freight association can be calculated according to another intermodal agreement to which they are participating.

China's export through transport goods are generally delivered on the seller's vehicle under the same delivery conditions, so we are only responsible for the transportation expenses to the export frontier station. However, the combined transport of imported goods has to bear the transit transportation fee and the cost of China railway section.

2. Calculation of transit freight Transit freight is calculated according to the unified commodity price, and its calculation procedure is: (1) According to the transportation route specified in the waybill, find the process mileage of each transit country in the transit odometer.

(2) According to the name of the goods, find out the applicable tariff grade and billing weight standardization in the classification table of the goods names.

(3) In the freight calculation table of unsalable goods, find out the applicable freight rate according to the freight rate level and the total mileage in transit.

The calculation formula is: basic freight amount = freight rate × billing weight.

Total freight = basic freight amount ×( 1 bonus rate)

The markup rate refers to the percentage that the total freight should be increased on the basis of the basic freight according to the consignment category. Express freight rate rises 100%, and slow freight rate rises after 50% 100%. The cost of connecting the whole train with the passenger train, plus 200%.

3. The domestic freight is calculated according to the domestic price regulations, and the procedure is: (1) Determine the freight mileage sent between stations according to the freight rate odometer. Generally, it should be determined according to the shortest path, including the mileage from the border station to the border line.

(2) According to the name of the goods listed on the waybill, look up the semi-colon list of freight rates and determine the applicable freight number.

(3) According to the freight mileage and freight number, find out the applicable freight rate in the freight table.

(4) The domestic freight of this batch of goods is obtained by multiplying the billing weight by the freight rate, and the calculation formula is: freight = freight rate × billing weight.

International Railway Intermodal Freight Documents and Their Compilation

The international railway through waybill is a transport contract between the shipper and the railway, which stipulates the rights, obligations and responsibilities of the railway, the shipper and the consignee between the cargo carriers and has legal effect on the railway, the shipper and the consignee.

International railway waybill in quintuplicate: (1) original waybill (delivered to the consignee together with the fifth copy and the goods); (2) Run customs declaration (follow the goods to the station and keep the road); (3) A copy of the waybill (delivered to the consignee after the signing of the transport contract); (4) Notice of arrival (with the arrival of the goods at the station, leaving the way of arrival); (5) Notice of arrival (delivered to the consignee together with the 1 bill and the goods). 1 and 5, 2 and 4 should be connected to each other on the left. Allow 1-5 to be continuous at the top.

The so-called logistics cost refers to the sum of manpower, financial resources and material resources needed for transportation, warehousing, loading and unloading, distribution and processing, and logistics information processing during the physical movement of goods. In short, logistics cost refers to the cost of various logistics activities. The logistics cost of an enterprise consists of explicit cost (fixed cost) and implicit cost (variable cost) in supply logistics subsystem, production logistics subsystem, sales logistics subsystem and waste logistics subsystem. Explicit costs exist in transportation, warehousing, loading and unloading, handling, distribution, distribution processing, information transmission and other specific infrastructure, equipment resources and operation processes. Intangible costs exist in the capital interest cost caused by the increase of inventory cost caused by poor logistics operation, the opportunity cost occupied by inventory funds and the loss caused by slow response to market demand, including the cost of commodity loss and damage caused by poor management. Generally speaking, logistics costs mainly include transportation costs, inventory costs, storage costs and management costs. Among them, transportation cost is an important part of restricting logistics cost, and how to control transportation cost is of great significance to improve the competitiveness of enterprises and products, especially for commodities with large volume and low value.

The transportation cost of commodities with large volume and low value accounts for a large proportion of the total cost, such as the transportation of primary industrial and mining raw materials such as coal, while the transportation cost has little influence on technology-intensive commodities such as mobile phones.

Cargo transportation with large volume and low value accounts for a large proportion in the total social transportation volume, and the corresponding transportation cost also accounts for a large proportion in the average logistics cost. According to statistics, transportation cost accounts for 48% of the average logistics cost of American enterprises. Therefore, controlling the transportation cost of bulk low-value commodities can not only reduce the transportation cost of related enterprises, but also affect the transportation cost of the whole society.

Freight rate is the most important part to determine the transportation cost. The transportation of these industrial and mining raw materials and products often depends on railways. Therefore, the freight rate of railway goods has a great influence on the transportation cost and overall cost reduction of goods with large volume and small value. How to adjust the railway freight rate system is an important way to control the logistics cost of these low-value goods.

First, the status quo of the railway freight rate system

At present, there are many forms of ownership and management modes in the national railway business lines. Including the official business lines of national railways, temporary pipelines for national railway operations, local railways, joint-venture railways and special-price railways. Therefore, there are many items and standards of freight rate and freight transportation fee. Railway freight cost is at least the compensation for the consumption of various production services provided by railway transport enterprises, including station cost, operating cost, service cost and additional railway equipment cost.

The total transportation cost of railway consignment goods includes the following main parts: freight, miscellaneous fees, electrification surcharge, new road and new price sharing freight, and construction fund.

Freight includes the following parts: national railway freight, joint venture or local railway freight, business pipeline freight, special business railway freight and Beijing-Kowloon diversion freight.

There are currently 29 kinds of miscellaneous fees in China Railway, which are divided into three parts. The first part is freight operation miscellaneous fees, the second part is transportation equipment delayed use, breach of contract and entrusted service fees, and the third part is the cost of renting and occupying railway transportation equipment.

Each kind of freight, miscellaneous fees, fund, electrification surcharge and new road and new price shared freight have their own calculation and verification methods.

Although the current railway freight rate system structure has some substantial changes compared with 1996, which is closer to the market and easier to operate, there are still some problems in the current railway freight rate system structure and the calculation and verification of railway freight costs, mainly as follows:

First, the pricing mechanism is rigid, does not conform to the laws of the market economy, cannot flexibly adapt to market changes, and is slow to respond to changes in market demand. The official freight rate of China Railway is examined and approved by the State Council, the freight rate of operating temporary pipelines is approved by the State Planning Commission, and the charging items and standards of freight and miscellaneous fees are formulated by the Ministry of Railways. As the main body of transportation, the railway bureau cannot determine the price of transportation products according to market conditions.

Second, there are many unreasonable factors in the current freight rate system.

The freight rate structure is too complicated and there are too many types of freight rates, so there is no clear standard and judgment basis for which freight rate the goods should adapt to. At present, there are ten vehicle freight numbers * * * and four LTL * * *. Among them, the freight number corresponding to the whole vehicle is 1 to 8, and there are two freight numbers: ice insurance and machine insurance, and the freight number corresponding to LTL is 2 1 to 24. The higher the freight number, the higher the corresponding freight rate and the higher the transportation cost paid by the corresponding shipper. Considering the structure, use, production and processing technology, weight and other factors of the goods, there are many contradictions in the division of freight order numbers. For example, the processed artificial plywood is subject to the No.6 freight rate (0.043 1 yuan/ton/km), while the sawn timber and square timber are subject to the No.5 freight rate (0.040 1 yuan/ton/km). It can be seen that the reasonable determination of freight rate is closely related to transportation cost.

There are too many miscellaneous items. There are 29 miscellaneous fees stipulated in the current railway freight rules, including 14 miscellaneous fees for railway freight operation, 6 miscellaneous fees for renting and occupying transport equipment, and 9 miscellaneous fees for delaying the use, breach of contract and entrusted service of transport equipment.

The price comparison between vehicle and LTL is unreasonable. According to common sense, the transportation cost of LTL cargo with the same weight or volume is higher than that of whole vehicle cargo. But in some cases, the opposite is true, such as electric fans, air-conditioned car No.7 (0.058 1 ton/km) and LTL No.23 (0.000537 yuan/10 kg/km); Less-than-carload freight for washing machines, dry cleaning machines, electric cookers, electric ovens and other vehicles No.7 and No.22 (0.000449 yuan/10 kg km); No.7 lighting lamp, 2 1 LTL (0.000376 yuan/10 kg km). According to the current applicable freight number, the freight of the above-mentioned household appliances is higher than LTL.

The price relationship between the whole vehicle and the 20-foot container is unreasonable, and the price relationship between container types is also unreasonable. At present, there are four container freight numbers: 1 ton container, 10 ton container, 20-foot container and 40-foot container, and the freight rates are increasing in this order. The price comparison between car 5 freight and container freight is unreasonable. The freight rate of No.5 car is 0.040 1 yuan/ton-km, and the freight rate of 1 ton container is 0.03356 yuan/container-km. The freight rate of 20-foot container is 0.73040 yuan/box kilometer, 40-foot container is 1.43090 yuan/box kilometer, which is 1.95 times that of 20-foot container, and 100 ton container is 0.3965438 yuan/box kilometer, which is 50% of that of 20-foot container. It can be seen that the 20-foot box has advantages over 10 ton box and 40-foot box in terms of load and volume.

There are unreasonable factors in the charging method. There are contradictions between the charging provisions of the Railway Freight Rules and those of other railway laws and regulations. For example, when the coil steel gondola car is loaded, it is stipulated that it can only load 55 or 57 tons, while the charging regulation is 60 tons, which is unfair.

Third, the proportion of various expenses in the railway freight cost is unreasonable. As mentioned above, the freight rates corresponding to different article numbers are quite different, but it is obviously unreasonable for the construction fund to apply the same rate to all goods except phosphate rock and pesticides. The proportion of loading and unloading costs is obviously high. According to the steel transportation distance1.500km, the railway freight of a 60t vehicle is 4 1.07 yuan, the construction capital is 2,970 yuan, and the standard loading and unloading fee is1.000-2,000 yuan. If the handling fee does not drop, it will be almost 50% of the railway freight. For the stations in the same hub area, because they belong to different routes, sometimes the designated transportation toll lines are different, which leads to the difference of the total transportation cost between different freight stations in the same area and another freight station in the same area by several thousand yuan, which artificially causes unfair treatment to the consignor and the station. For example, the freight stations in Guangzhou, Shiweitang and Guangzhou South all go to Chengdu East Station, and they are designated to take Sanmao Line for invoicing and Beijing-Guangzhou Line for invoicing. The freight of a 60-ton car may differ by several thousand yuan.

In the final analysis, the existence of these problems is caused by the railway freight rate mechanism, which makes it impossible for operators to flexibly adjust prices according to market conditions and forms a great obstacle to the reduction of transportation (railway transportation) costs. Therefore, the author thinks it is necessary to adjust and reform the railway freight rate system.

Second, reform the current railway freight rate system.

According to the provisions of Article 18 of the Price Law, the railway freight rate belongs to the range of goods and services set by the government, which has been clearly stipulated in the State Council. At the same time, according to the nature and market structure of the above railway industry, we can find that the railway freight market has the following characteristics: (1) the national railway freight business belongs to complete monopoly operation; Other business models besides China Railway have formed a cooperative and complementary relationship with China Railway Network. Various modes of transportation compete freely in the freight market; Although the railway is public welfare, it is also profitable. It can be seen that the pricing mechanism of combining government pricing, government-guided pricing, operator pricing and market-regulated pricing should be adopted in the formulation of railway freight rates. For some commodities included in the pricing catalogue of the National Development and Reform Commission, which are closely related to people's daily life, if the transportation cost accounts for more than 15% of the total cost of terminal sales, government pricing can be adopted, such as fertilizers, pesticides, grain, cotton, etc. For some commodities, bulk commodities, commodities that have a great impact on the operation of the national economy, or commodities in industries supported by national policies, when the transportation cost accounts for more than 20% of the total cost of goods sold at the terminal, government-guided prices or pricing by the Ministry of Railways on behalf of the government can be adopted, such as coal, steel, cement, etc. For ordinary commodities that have been fully regulated by the market, operators can set prices on the spot according to the demand of the transportation market. For some goods with abundant transportation capacity, market-adjusted prices can be adopted, such as chemical products and electronic products. In short, the determination of railway freight rate level should be based on the principle of social average cost and market supply and demand of railway transport enterprises, taking into account social affordability, and ensuring that railway transport enterprises can maintain benign self-development.