It’s evident we’re all familiar with the terminology – ‘shipping’ but the phrase ‘shipping policy’ is something unique with regards to the maritime and freight ecosystem. However, this could also leave a good number of us with series of questions regarding the subject, such as, what the local policies say or the stipulated policies which cut across global freight markets or trade-in totality! But then, they are also helpful in this context, hence, it will be nice to walk around this together as one would urge. And as we seek to shape things in the right dimension, it will also be fair to touch the fundamental aspect of global trade via shipping.
Therefore, shipping as we know is a global business that entails the entire spectrum of maritime transport activities, primarily moving freights around the world, and more significantly as the world’s economy expands, seaborne trade also increases accordingly. And to ensure our analysis is streamlined while noting that our core area of concern revolves within the axis of maritime and seaborne freights, hence it will be fair to focus on shipping services related to this sphere.
Meanwhile, as developing markets strive to gain their fair share in the already competitive maritime and freight market, the world’s superpowers and economies have ensured their positions in the shipping markets are maintained. Hence the need to protect the interest of local shipping and freight entities (indigenous firms) against the tide of an increased foreign dominance in the maritime sub-sector became necessary for obvious reason, and as such, a protective tool that serves as leverage in this sphere of global trade. For instance, the UNCTAD Code of conduct is actually a provision in a nation’s maritime sub-sector trade rule which ensures a sharing arrangement that gives primacy to freights-originating countries in the appropriation of shipping trade benefits, which significantly ensures active participation of indigenous firms owned by citizens of that country is given the advantage over their foreign counterparts.
In view of this, a shipping policy provision like the UNCTAD which cut across the globe, though dependent on the coastal and geographical location is actually a process of sharing freight or cargo, whereby seaborne freight between any two countries are expected to be shared forty percent (40%) each, while the leftover freight supposedly 20% is allocated to other flag carriers, hence this ensures the provision remains beneficial to a nation’s indigenous shipping carriers and local entities (this meant a helpful tool for your business).
Meanwhile, regarding the subject policy and its benefits, is, however, an act if adhered assures a country’s local carriers including freight forwarders of huge benefits, though this could prove difficult precisely in a maritime sub-sector that the subject act has witnessed failure, but then, many countries particularly those of South and Central America according to reports have really enjoyed tremendous benefits under the subject provisional shipping code. With that noted, this boils down to focusing on the areas of interest of course the major reason and the essence why one should have deep insight about this provisional act regarding this sphere of maritime sub-sector and global trade.
As a prospective expert or a professional already in the axis of maritime business and foreign trade, however, should one be charged with the task that necessitates commanding appreciable volume of freight, maybe somewhere in the region of a shipload, precisely on the ground of freight transportation and exportation irrespective of its nature! This policy will certainly help in this trajectory, and this is based on the fact that the regulatory provision practically protects the interest of local shipping carriers which also cut across freight forwarders against foreign dominance since the aspect of freight sharing is marginally beneficial to indigenous firms. Bearing in mind that trade via maritime is deeply broad which expands on every passing year, therefore, carrier business precisely shipping remain key in this axis.
Further on this, as a professional in this sphere that is already equipped with the right knowledge regarding the subject shipping code which practically serves as a leverage tool. Approaching the demands of local carriers while ensuring a good profit margin is achieved will be an easy task, noting that an expert approach is often required when it comes to maritime and foreign trade even on an occasion when one is hired as a consultant or in their respective areas of service delivery. Hence deploying this code as a backing tool will go a long way in addressing a person’s fear. However, having brought this down nicely, it’s evident you have every reason to argue your case proportionately while deploying the shipping policy code in the field of practice, more significantly for your business.
Although policies regarding shipping vary greatly according to region. For instance, the WTO shipping policy – entails the General Agreement on Trade in Service (GATS) including the maritime transport sector, and is also a set of multilateral rules covering international trade in services. This is viewed as WTO’s most important agreement, however, other notable shipping policies include Korea, the US, and that of the EU.
Nonetheless, in as much as trade could prove challenging due to government demands and certifications, at least you’re currently aware of one of the trade tricks that could be deployed by individuals and indigenous firms in order to compete favorably while tapping their fair share. However, it’s important to note at this juncture that shipping and maritime will be helpful in subsequent trade topics.
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