Breadcrumbs Section. Click here to navigate to respective pages.
Chapter
Chapter
Maritime Code still adopted different regimes for international trade and domestic trade that may be justified as follows. First, international trade linking to other parts of the world is a market-oriented economy with little or no intervention from the government. In principle, international trade is open to foreign flag ships. Back in 1988, an important reform measure was adopted which completely opened up Chinese international trade to the outside world. According to this, the government would neither assign the carried amounts of foreign trade cargo to any domestic or foreign carriers nor impose any cargo share on the national ships through administrative measures. Carriers and cargo owners were encouraged to have direct talks with respect to the carriage of cargo based on normal commercial practices. Since then, in its international trade, China has phased out cargo reservation policies. These measures marked the emergence of Chinese maritime transportation services, to a large extent, from governmental intervention to free competition; although the abandoning of the practice of cargo reservation also meant a great loss to national shipping companies. China Ocean Shipping (Group) Company (COSCO) alone lost a security of about 255,000 tons of cargo every day. Actually, China’s accords of 1991 with the US, of 1992 with the European Community and of 1993 with South Korea have encouraged the container majors to move directly into the Chinese market, running their own feeders, booking their own cargoes and marketing their own services. More and more big liner operators, such as APL, Hapag-Lloyd (together with its alliance: NYK line, Neptune Orient Lines and P&O Containers Ltd), Maersk Line/Sea-Land, Mitsui OSK Lines (MOL), Nedlloyd Lines, Orient Overseas Container Lines and MISC make direct calls at Chinese ports. A comment from a foreign liner executive noted that China is becoming a freight market like any other country. The international trade is governed by the Maritime Code. In port services, foreign flag ships used to have to pay higher port dues than national flag ships when calling at Chinese ports. This practice was changed on 1 April 1992. Since then, there has been no discriminatory treatment of foreign flag ships in international trade. While domestic trade is governed by the Law of Contracts, the Administration Rules of Waterway Transport and the Enforcement Details of Contracts of Waterway Transport, under which contracts must guarantee the fulfilment of the National Plan, any contract that violates the National Plan is deemed ‘null and void’. The domestic trade is still under the influence of the planned economy and reserved for the national flag ships. However, the proportion of planned transportation has recently decreased dramatically, but transportation of strategic materials, energy materials and materials for disaster relief remains under State control.
DOI link for Maritime Code still adopted different regimes for international trade and domestic trade that may be justified as follows. First, international trade linking to other parts of the world is a market-oriented economy with little or no intervention from the government. In principle, international trade is open to foreign flag ships. Back in 1988, an important reform measure was adopted which completely opened up Chinese international trade to the outside world. According to this, the government would neither assign the carried amounts of foreign trade cargo to any domestic or foreign carriers nor impose any cargo share on the national ships through administrative measures. Carriers and cargo owners were encouraged to have direct talks with respect to the carriage of cargo based on normal commercial practices. Since then, in its international trade, China has phased out cargo reservation policies. These measures marked the emergence of Chinese maritime transportation services, to a large extent, from governmental intervention to free competition; although the abandoning of the practice of cargo reservation also meant a great loss to national shipping companies. China Ocean Shipping (Group) Company (COSCO) alone lost a security of about 255,000 tons of cargo every day. Actually, China’s accords of 1991 with the US, of 1992 with the European Community and of 1993 with South Korea have encouraged the container majors to move directly into the Chinese market, running their own feeders, booking their own cargoes and marketing their own services. More and more big liner operators, such as APL, Hapag-Lloyd (together with its alliance: NYK line, Neptune Orient Lines and P&O Containers Ltd), Maersk Line/Sea-Land, Mitsui OSK Lines (MOL), Nedlloyd Lines, Orient Overseas Container Lines and MISC make direct calls at Chinese ports. A comment from a foreign liner executive noted that China is becoming a freight market like any other country. The international trade is governed by the Maritime Code. In port services, foreign flag ships used to have to pay higher port dues than national flag ships when calling at Chinese ports. This practice was changed on 1 April 1992. Since then, there has been no discriminatory treatment of foreign flag ships in international trade. While domestic trade is governed by the Law of Contracts, the Administration Rules of Waterway Transport and the Enforcement Details of Contracts of Waterway Transport, under which contracts must guarantee the fulfilment of the National Plan, any contract that violates the National Plan is deemed ‘null and void’. The domestic trade is still under the influence of the planned economy and reserved for the national flag ships. However, the proportion of planned transportation has recently decreased dramatically, but transportation of strategic materials, energy materials and materials for disaster relief remains under State control.
Maritime Code still adopted different regimes for international trade and domestic trade that may be justified as follows. First, international trade linking to other parts of the world is a market-oriented economy with little or no intervention from the government. In principle, international trade is open to foreign flag ships. Back in 1988, an important reform measure was adopted which completely opened up Chinese international trade to the outside world. According to this, the government would neither assign the carried amounts of foreign trade cargo to any domestic or foreign carriers nor impose any cargo share on the national ships through administrative measures. Carriers and cargo owners were encouraged to have direct talks with respect to the carriage of cargo based on normal commercial practices. Since then, in its international trade, China has phased out cargo reservation policies. These measures marked the emergence of Chinese maritime transportation services, to a large extent, from governmental intervention to free competition; although the abandoning of the practice of cargo reservation also meant a great loss to national shipping companies. China Ocean Shipping (Group) Company (COSCO) alone lost a security of about 255,000 tons of cargo every day. Actually, China’s accords of 1991 with the US, of 1992 with the European Community and of 1993 with South Korea have encouraged the container majors to move directly into the Chinese market, running their own feeders, booking their own cargoes and marketing their own services. More and more big liner operators, such as APL, Hapag-Lloyd (together with its alliance: NYK line, Neptune Orient Lines and P&O Containers Ltd), Maersk Line/Sea-Land, Mitsui OSK Lines (MOL), Nedlloyd Lines, Orient Overseas Container Lines and MISC make direct calls at Chinese ports. A comment from a foreign liner executive noted that China is becoming a freight market like any other country. The international trade is governed by the Maritime Code. In port services, foreign flag ships used to have to pay higher port dues than national flag ships when calling at Chinese ports. This practice was changed on 1 April 1992. Since then, there has been no discriminatory treatment of foreign flag ships in international trade. While domestic trade is governed by the Law of Contracts, the Administration Rules of Waterway Transport and the Enforcement Details of Contracts of Waterway Transport, under which contracts must guarantee the fulfilment of the National Plan, any contract that violates the National Plan is deemed ‘null and void’. The domestic trade is still under the influence of the planned economy and reserved for the national flag ships. However, the proportion of planned transportation has recently decreased dramatically, but transportation of strategic materials, energy materials and materials for disaster relief remains under State control.
ABSTRACT