2月28日美國政府聯合了美國還是聯邦委員會和司法部宣布了一個歷史性的法案：對于降低海運運輸價格和創造公平的競爭環境，開始進行大規模的調查。?

這個法規的精神主要與創造一個公平的競爭環境這一直是美國立法的精神！也就是反壟斷的精神。

在過去這一年多的時間里面，中國的工廠貿易商還有美國的進口商所承受的運輸成本的增加，包括了：海運運費的增加，碼頭儲存費和滯箱費的增加，碼頭車架費用的增加，港口操作費用的增加，這些成本的增加都是讓美國的進出口公司買單！當然最終還是轉嫁到美國的消費者身上！船公司和碼頭賺得的滿坑滿谷，對消費者和進出口貿易商產生的不公平的待遇！

美國聯邦還是委員會已經成立了投訴小組，針對不公平的不合理的收費，替出口商提供一個申訴的管道.

我們很高興看到美國政府出面面對這個問題！希望這個法案的執行能夠為美國的消費者還有中國的供貨商提供一個公平的待遇！?

以下是這個方案的中英文對照：

FACT SHEET: Lowering Prices and Leveling the Playing Field in Ocean Shipping

實況報道：降低遠洋運輸價格和創造公平的競爭環境

FEBRUARY 28, 2022

STATEMENTS AND RELEASES

2月 28， 2022

聲明和發布

The President is announcing an historic agreement between the Department of Justice and the Federal Maritime Commission (FMC) to make sure that large ocean freight companies cannot take advantage of U.S. businesses and consumers. Right now, three global alliances, made up entirely of foreign companies, control almost all of ocean freight shipping, giving them power to raise prices for American businesses and consumers, while threatening our national security and economic competitiveness.

總統宣布司法部和聯邦海事委員會（FMC）之間達成一項歷史性協議，以確保大型海運公司不能利用美國企業和消費者。目前，完全由外國公司組成的三個全球聯盟控制著幾乎所有的海運，使它們有能力提高美國企業和消費者的價格，同時威脅到我們的國家安全和經濟競爭力。

Most traded goods—everything from the housewares you buy online to the agricultural products American farmers market overseas—are transported by ocean freight companies. These companies have formed global alliances—groups of ocean carrier companies that work together—that now control 80% of global container ship capacity and control 95% of the critical East-West trade lines. This consolidation happened rapidly over the last decade. From 1996 to 2011, the leading three alliances operated only about 30% of global container shipping. Significant consolidation occurred in the years running up to the Pandemic.   

大多數貿易商品——從你在網上購買的家庭用品到海外的美國農貿市場——都是由海運公司運輸的。這些公司已經形成了全球聯盟——由共同合作的海運承運人公司組成——現在控制著全球80%的集裝箱船運力，控制著95%的關鍵東西方貿易線。這種整合在過去十年中迅速發生。從1996年到2011年，領先的三個聯盟僅運營全球集裝箱運輸的30%左右。在疫情大流行之前的幾年中發生了重大的整合。  

Since the beginning of the pandemic, these ocean carrier companies have been dramatically increasing shipping costs through rate increases and fees. They increased spot rates for freight shipping between Asia and the United States by 100% since January 2020, and increased rates for freight shipping between the United States and Asia by over 1,000% over the same period. Oftentimes cargo owners are charged fees—known as “detention and demurrage” fees—even when they can’t get access to their containers to move them. The FMC estimates that from July to September of 2021, eight of the largest carriers charged customers fees totaling $2.2 billion—a 50% increase on the previous three-month period.

自疫情大流行開始以來，這些海運承運人公司一直在通過提高費率和費用來大幅增加運輸成本。自2020年1月以來，他們將亞洲和美國之間的貨運現貨費率提高了100%，同期美國和亞洲之間的貨運費率提高了1000%以上。通常，貨主會被收取費用 - 稱為"滯留和滯期費" - 即使他們無法進入集裝箱來移動它們。FMC估計，從2021年7月到9月，八家最大的運營商向客戶收取的費用總計22億美元，比前三個月增加了50%。

These historically large shipping price increases translate into higher prices for American consumers. Based on research by the Kansas City Fed and the European Central Bank, these shipping cost increases are expected to contribute to approximately a 1% increase in consumer prices over the next year.

這些歷史上巨大的運輸價格上漲轉化為美國消費者的價格上漲。根據堪薩斯城聯儲和歐洲央行的研究，這些運輸成本的增加預計將導致明年消費者價格上漲約1%。

Meanwhile, the ocean carrier companies are experiencing elevated profits and soaring profit margins. Estimates suggest that the container shipping industry made a record $190 billion in profits in 2021, a seven-fold increase from the previous year and five times what it made over the entire period from 2010-2020. Profit margins have increased by even larger amounts. In the third quarter of 2021, the average operating margin of the major carriers was about 56%, compared to an average operating margin of 3.7% two years earlier:

與此同時，海運承運人公司正在經歷利潤上升和利潤率飆升。據估計，集裝箱航運業在2021年的利潤達到了創紀錄的1900億美元，比上一年增長了七倍，是2010年至2020年整個時期的五倍。利潤率增加了更大的幅度。2021年第三季度，主要航空公司的平均營業利潤率約為56%，而兩年前的平均營業利潤率為3.7%：

Beyond price increases, several specific business practices of many large ocean carrier companies are hurting American businesses and farmers. For example, because of their market power, these alliances are able to cancel or change bookings and impose additional fees without notice. These unpredictable practices undermine American business’ ability to deliver orders on time. All too often, ocean carriers are effectively refusing to take American exports altogether, preferring to speed back to China with an empty ship to make a quick turnaround rather than transport American exporters’ cargo or dock at American ports. This is especially difficult to our farmers, who have spent decades building relationships internationally, only to find that now they can’t transport their agricultural products overseas with any reliability or predictability.

除了價格上漲之外，許多大型海運承運人公司的一些具體商業行為正在傷害美國企業和農民。例如，由于其市場力量，這些聯盟能夠取消或更改預訂并收取額外費用，恕不另行通知。這些不可預測的做法破壞了美國企業按時交付訂單的能力。很多時候，海運承運人實際上完全拒絕接受美國的出口，寧愿用一艘空船快速返回中國，以快速周轉，而不是運輸美國出口商的貨物或停靠在美國港口。這對我們的農民來說尤其困難，他們花了幾十年的時間在國際上建立關系，卻發現現在他們無法以任何可靠性或可預測性將農產品運往海外。

The carriers have also continued to pursue practices that directly contribute to port congestion, such as imposing “box rules” that require truckers to use only certain trailers to haul their containers—thus forcing truckers to wait for the “right” kind of trailer to become available. That leads to lower pay and longer wait times for our nation’s truck drivers, who get paid per box, and allows the ocean carriers to generate even higher detention and demurrage fees.

承運人還繼續追求直接導致港口擁堵的做法，例如實施"箱式規則"，要求卡車司機僅使用某些拖車來運輸集裝箱 - 從而迫使卡車司機等待"正確"類型的拖車可用。這導致我們國家的卡車司機的工資更低，等待時間更長，他們每箱獲得報酬，并允許海運承運人產生更高的滯留費和滯期費。

A century ago, in the original Ocean Shipping Act, Congress provided for utility-style regulation of ocean carriers, paired with antitrust immunity for ocean carrier alliance agreements only when the alliance was in the “public interest.” But Congress steadily deregulated the industry—expanding the antitrust immunity while weakening ocean carriers’ obligations to publicly disclose prices and fees and treat businesses and their customers fairly. That is how we have arrived at the point where three alliances can dominate the market for ocean shipping and squeeze American businesses and consumers.

一個世紀前，在最初的《遠洋運輸法》中，國會規定了對海運承運人的公用事業式監管，只有在聯盟符合"公共利益"時，才對海運承運人聯盟協議給予反壟斷豁免。但國會穩步放松了對該行業的管制，擴大了反壟斷豁免權，同時削弱了海運承運人公開披露價格和費用以及公平對待企業及其客戶的義務。這就是我們如何達到三個聯盟可以主導遠洋運輸市場并擠壓美國企業和消費者的地步。

The Biden-Harris Administration is taking steps to lower consumer prices and level the playing field in ocean shipping:

拜登-哈里斯政府正在采取措施降低消費者價格，并在海運領域創造公平的競爭環境：

?Today, the FMC and the Department of Justice (DOJ) are announcing a new joint initiative to promote competition in the ocean freight transportation system. Under the new initiative, DOJ will provide the FMC with the support of attorneys and economists from the Antitrust Division for enforcement of violations of the Shipping Act and related laws. The FMC will provide the Antitrust Division with support and maritime industry expertise for Sherman Act and Clayton Act enforcement actions. The agencies’ announcement explains that competition in the maritime industry is integral to lowering prices, improving quality of service, and strengthening the resilience of supply chains.

This initiative grew out of the “whole of government” approach to competition established by the President’s July Executive Order on Promoting Competition. The FMC and the DOJ are both part of the White House Competition Council established by the Order. Their partnership builds on an information-sharing Memorandum of Understanding that the agencies entered into in July.

今天，FMC和司法部（DOJ）宣布了一項新的聯合舉措，以促進海運系統的競爭。根據這項新舉措，司法部將向FMC提供反托拉斯司律師和經濟學家的支持，以執行違反《航運法》和相關法律的行為。FMC將為反壟斷司提供支持和海事行業專業知識，以開展《謝爾曼法案》和《克萊頓法案》的執法行動。這些機構的聲明解釋說，海運業的競爭對于降低價格，提高服務質量和加強供應鏈的彈性是不可或缺的。

這項倡議源于總統七月關于促進競爭的行政命令所確立的"整個政府"的競爭方法。FMC和司法部都是該命令建立的白宮競爭委員會的一部分。他們的伙伴關系建立在各機構于7月簽訂的信息共享諒解備忘錄的基礎上。

?The FMC will continue ramping up oversight of the global ocean shipping industry. Since last summer, the FMC has established a new audit program backed by an audit team to address complaints about carriers charging unfair fees, demanded justification from the carriers about their fees, launched 42 cases investigating port congestion charges, and took steps to address barriers to filing complaints at the FMC and to prevent retaliation against complainants. It also launched a new data initiative to identify data constraints that are adding to supply chain congestion. This month, the FMC also sought comments on reforms to how carriers charge shippers fees.

FMC將繼續加強對全球遠洋航運業的監管。自去年夏天以來，FMC建立了一個由審計小組支持的新審計計劃，以解決有關運營商收取不公平費用的投訴，要求運營商就其費用提出理由，啟動了42起調查港口擁堵費的案件，并采取措施解決向FMC提交投訴的障礙，并防止對投訴人的報復。它還啟動了一項新的數據計劃，以確定加劇供應鏈擁堵的數據限制。本月，FMC還就承運人如何向托運人收取費用的改革征求意見。

The Administration, led by Port Envoy John Porcari, has also worked with the Ports of Los Angeles and Long Beach to develop new fees on ocean carrier companies for letting cargo sit on the docks for over nine days. These long-dwelling import containers had been causing delays in getting goods to shelves while increasing port congestion. Since the announcement of the proposed fee, the number of long-dwelling containers on the docks has fallen more than 70 percent. Building on the success of the proposed carrier fee, the Administration is working with the ports on charging the carriers for long-dwelling empty containers that have been clogging the docks. There has been a more than 25 percent drop in the number of empty containers on the docks at the Port of Los Angeles since that announcement.

由港口特使約翰·波爾卡里（John Porcari）領導的政府還與洛杉磯港和長灘港合作，為海運承運人公司制定新的費用，讓貨物在碼頭上停留超過九天。這些長住的進口集裝箱一直在造成貨物上架的延誤，同時加劇了港口擁堵。自宣布擬議費用以來，碼頭上的長住集裝箱數量下降了70%以上。在擬議的承運人費取得成功的基礎上，行政當局正在與港口合作，向承運人收取長期居住的空集裝箱的費用，這些集裝箱一直堵塞碼頭。自宣布以來，洛杉磯港碼頭上的空集裝箱數量下降了25%以上。

The need for reform to our ocean freight transportation system to improve fluidity and fairness, particularly for our agricultural exporters, was underscored last week in reports released by the Department of Transportation and the Department of Agriculture (USDA) as part of the Administration’s six supply chain industrial base reports published on the one-year anniversary of the President’s supply chain executive order.

運輸部和農業部（USDA）上周發布的報告強調了改革我們的海運系統的必要性，以改善流動性和公平性，特別是對我們的農業出口商而言，這是政府在總統一周年之際發布的六份供應鏈工業基礎報告的一部分。供應鏈行政命令。

?The President is calling on Congress to pass robust reforms to the ocean shipping industry, including reforms that address the current antitrust immunity for ocean shipping alliances. In addition to the important administrative actions announced today, the President believes Congress should provide additional tools for the Administration to address problems in the ocean shipping industry. The President is encouraged by action in both Houses of Congress to address these problems. He is calling on Congress to also address the immunity of alliance agreements from antitrust scrutiny under current law.

總統呼吁國會通過對海運業的強有力的改革，包括解決目前遠洋運輸聯盟反壟斷豁免權的改革。除了今天宣布的重要行政行動外，總統認為國會應該為政府提供額外的工具，以解決海運業的問題。總統對國會兩院為解決這些問題而采取的行動感到鼓舞。他呼吁國會也解決聯盟協議在現行法律下免受反壟斷審查的問題。