【正文】 ，知識(shí)， 談判技巧同時(shí)也包括他的市場(chǎng)洞察力。 船舶經(jīng)紀(jì)人通常專注于市場(chǎng)的某個(gè)部分；可以是干散貨、化學(xué)品、客船或者是滾裝船。另一方面，有一些人擁有貨物，想要把這些貨物運(yùn)送 到另一個(gè)目的地去。在全世界范圍內(nèi)，很大部分信息的流動(dòng)包括了細(xì)節(jié)。 租船工作實(shí)際上就是一種信息交換的方式。 這篇文章回顧船舶經(jīng)紀(jì)人過(guò)去的角色，科技對(duì)船舶經(jīng)紀(jì)的影響以及船舶經(jīng)紀(jì)人角色的變化。當(dāng)今的船運(yùn)市場(chǎng)包括，一方面是有船的船東和沒(méi)有船但是能控制船的操作的運(yùn)作者，另一方面 ，做為租船人擁有大量的貨物。他在一個(gè)地方買些東西，然后把這些東西帶到另一個(gè)地方去賣掉。船舶經(jīng)紀(jì)人與他們客戶之間的信任是最重要的，大部分船東和他們的租船人與船舶經(jīng)紀(jì)人有著非常良好的關(guān)系，這種關(guān)系是經(jīng)過(guò)大量時(shí)間培養(yǎng)的。幾乎所有的二手船的買賣都是經(jīng)過(guò)船舶經(jīng)紀(jì)人完成的。一年中，將近 80%造出的船都是散貨船，油輪和集裝箱船。 韓國(guó)造船企業(yè)的策略是進(jìn)軍高價(jià)值的的造船領(lǐng)域，特別是液化天然氣船。但是，日本在集裝箱船的建造上遜色于韓國(guó)。游輪訂單在 2021 年有所增長(zhǎng)，但是隨著世界范圍內(nèi)的訂單下降，歐洲的游輪訂單也有所下滑。作為歐盟的立足點(diǎn)并占據(jù)大量市場(chǎng)份額的集裝箱船建造，在最近五年也有所下降。到目前為止，也僅僅是造一些小型的集裝箱船。中國(guó)的造 船企業(yè)主要青睞于油輪與散貨船的體積，但是很少參與建造液化氣船的建造。 國(guó)際運(yùn)輸論壇上的總理們被寄予了厚望，論壇將會(huì)得出一個(gè)保持航運(yùn)市場(chǎng)開(kāi)放性的聲明，并且，盡快發(fā)表出新的國(guó)際貿(mào)易協(xié)定。并且，政府必須清楚，他們做出的任何管理政策必須不能給海運(yùn)業(yè)帶來(lái)負(fù)面影響，由于海運(yùn)業(yè)要應(yīng)付目前的經(jīng)濟(jì)形勢(shì)。 面對(duì)這樣的雙向壓力，很有可能會(huì)有大量的老船將會(huì)被拆掉或者 回收。然而，航運(yùn)業(yè)為了在困難的情況下具有競(jìng)爭(zhēng)力和高效率，它需要保持公平競(jìng)爭(zhēng)環(huán)境的，還有應(yīng)用在許多國(guó)家船東身上的穩(wěn)定性，這種穩(wěn)定性是由噸位稅政策決定的。即使現(xiàn)在的大部分的海洋運(yùn)輸具有相對(duì)于上世紀(jì) 80年代較為自由的貿(mào)易條件，但是海運(yùn)業(yè)是少數(shù)幾個(gè)沒(méi)有被全球多邊貿(mào)易協(xié)定包括的行業(yè)之一。并且，由于干散貨運(yùn)輸受中國(guó)市場(chǎng)對(duì)原材料需求減少的影響，加上即期市場(chǎng)運(yùn)費(fèi)價(jià)格與巔峰時(shí) 2021 年的價(jià)格相比相差 過(guò)大，國(guó)際干散貨的貿(mào)易受到嚴(yán)重沖擊。 由于國(guó)際航運(yùn)市場(chǎng)輝煌燦爛的幾年，產(chǎn)生了許多令人難以忘懷的好的貿(mào)易，然而國(guó)際海運(yùn)業(yè)卻在國(guó)際經(jīng)濟(jì)下滑中首當(dāng)其沖。P broker who has no financial data available regarding a single purpose ship owning pany. In the regular course of his business the S+P broker knows the market and what ships are or may bee available for sale and who may be interested in purchasing them. The S+P broker provides sales candidates (. a ship) to a buyer, arranges the inspection of the vessel, municates the negotiations between the buyer / seller leading to an agreement, prepares the sales contract and coordinates the transaction until the ship is delivered and the agreed price is paid. We estimate that approximately 1,000 large ships are sold worldwide per year and the . brokers may sell 2550 of those (roughly percent) .There are more than a hundred ship brokerage firms outside of the provide sale and purchase services. In the U。 a work of people as well as technology that facilitates information exchanges. A great deal of the flow of information consists of details on fixtures all over the world. Making a fixture means that the parties interested in a specific sea transport contract reach an agreement through negotiations. The parties involved in a chartering deal are, on the one hand, someone who owns, controls or operates a ship (as an owner, time chartered owner or disponent owner).We shall call him Owner for simplicity. On the other hand, there are persons who require some cargo to be carried by sea transport between two destinations. Normally (but not always) he is the cargo owner. Let us call him charterer. Charterer can act as an owner when he controls the tonnage. There can be various aspects as roles get redefined or can get plex. 7 Shipbrokers normally specialize in a specific segment of the market。 管理學(xué)院 外 文 翻 譯 專 業(yè)： 國(guó)際經(jīng)濟(jì)與貿(mào)易 班級(jí)學(xué)號(hào) ： 國(guó)貿(mào) 07314 學(xué)生姓名： 指導(dǎo)教師： 1 INTERNATIONAL SHIPPING:GLOBAL REGULATION FOR A GLOBAL INDUSTRY Source:[1]Krishna Prasad,Changing Role of ShipBrokers,Journal of Information Technology,2021 [2]European Community,Overview of the International Commercial Shipbuilding Industry,First Marine International [3]ICS,IMO,International shipping:Global Regulation For a Global Industry,International Chamber of Shipping,2021 Conclusions from Modal Workshop 4 at the 2021 International Transport Forum Statement by the International Chamber of Shipping (ICS) and the International Maritime Organization (IMO) The following statement reflects the discussion during Modal Workshop 4, International Shipping: Global Regulation for a Global Industry, which took place at the 2021 International Transport Forum in Leipzig, Germany, on 27 May 2021. Following several years of incredibly buoyant shipping markets, for many trades the best in living memory, much of the international shipping industry has fallen prey to the worldwide economic downturn. Shipping is inherently the servant of the economy, so the contraction in trade, following the beginning of the ‘credit crunch’ in late 2021, has translated into a dramatic and abrupt reduction in demand for shipping. Initially worst hurt were the containership trades. By the spring of 2021 some 10% of the fleet was already laid up, much of it too modern and expensive to go to recycling yards. However, the dry bulk trades have also been severely affected, particularly by the reduction in demand for raw materials from China, with spot market freight rates for some bulk carriers being a fraction of the peak prices achieved in 2021. By April 2021, rates for crude, product and chemical tankers had also fallen very sharply. In general most shipping markets present a rather bleak picture. A major concern of ICS national shipowners’ associations therefore is to 2 discourage governments from responding to the crisis with protectionist measures, which will only damage world trade further. More particularly, governments must avoid measures that restrict fair and open access to shipping markets. Although most shipping today enjoys relatively liberalised trading conditions pared to the days of national cargo reservation in the 1980s,shipping is unusual in that it is one of the few major industries not yet covered by a global multilateral trade agreement. However, the prospect of a new agreement under the auspices of the World Trade Organization (WTO) looks increasingly uncertain. The industry must therefore be extremely vigilant inreacting to any moves towards protectionism in maritime trades, especially those using safety and security as a pretext. The shipping industry does not expect special treatment, or the billions of dollars of support being granted by some governments to the likes of the banking and automobile indust