海上货物跟踪更加透明、可视化、标准化

• BY:深圳
• 26
• 250
• 海货运拼箱

Marine cargo tracking is a tracking method based on real-time positioning and dynamic query for container cargo of ships in Marine transportation and inland river transportation. Traditional container shipping logistics goods tracking requires freight forwarders, shipping agents or shippers to obtain real-time location, entry and exit status, clearance status and other information of container shipping ships and goods through offline consultation or a single website query.

With the accelerated development of the mobile Internet in the past two years, cloud computing, big data, Internet of things and other new technologies are more quickly integrated into the traditional industry, so is the container shipping logistics industry. Using the idea of "Internet +", didi has actively combined the Internet with logistics and launched global ship tracking, container tracking and data exchange platform with the satellite positioning system. Marine cargo tracking becomes more transparent, visual and standardized. Achieve the owner, freight forwarder, fleet tracking information comprehensive network seamless docking. Based on ship positioning, vehicle APP positioning technology, use the Internet network technology, the latest goods, pick up the goods warehouse, container shipping logistics set card vehicles, customs declaration, the port of shipment, container ship, the port of destination, after the process of container car, receiving warehouse seamless integration, implementation by sea to the line all-the-way tracking management services, and through the PC client, mobile client be equivalent to a salesman, the owner, the investor for the connection of the most timely.

. However, article 7 of the newly promulgated regulations of the People's Republic of China on international maritime transport stipulates that anyone operating a non-vessel shipping business shall register the bill of lading with the competent department of transportation under the state council (namely the ministry of communications) and pay the security deposit. The issuance of bills of lading to customers in their own name is the basic element of nvocc business. Therefore, the registration of bills of lading with the transportation department under the state council (namely the ministry of communications) has become a prerequisite for nvocc business.

However, as mentioned above, from the perspective of international shipping practice, nvocc has already been included in freight forwarding services and multimodal transport services. The introduction of the concept of nvocc and nvocc into China's legal system can only cause overlap and confusion in the administrative management of this industry. From the perspective of international shipping practice, the legal concept of nvocc is unique to American law and incompatible with international shipping practice.

In addition, the scope of nvocc's business has been covered by the freight forwarding industry with a history of several hundred years, so there is no legal necessity to create this narrow concept. This concept is also inconsistent with the commitments made by the Chinese government (the timetable for the opening of the freight forwarding industry). The criteria to be applied by a foreign forwarder to its entry into the Chinese market (whether as a forwarder or as a nvocc; I am at a loss as to whether to apply to the ministry of commerce or the ministry of communications. At the same time, the emergence of this concept will make it more difficult for China's nvoccs to enter the international market, because it is a completely different legal concept in the country they want to enter. In conclusion, freight forwarding has not emerged as a purely legal concept. After hundreds of years of development, freight forwarding has become a legitimate and complete industry, its unique legal nature and legal characteristics have been recognized by the international transport industry and related industries. The gap between industry practice and law should be narrowed, not widened: it is doubtful that the legal system would be complicated by the need to separate part of the business (non-vessel-carrying) from freight forwarding. In fact, the correct approach is to establish a unified system of administrative laws and regulations on the freight forwarding industry, rather than artificially create new legal concepts to divide the freight forwarding industry, resulting in the overlapping division of administrative management.海上货物跟踪是一种基于船舶集装箱货物在海上运输和内河运输中的实时定位和动态查询的跟踪方法。传统的集装箱运输物流货物跟踪要求货代、船代或托运人通过线下咨询或单一网站查询，获取集装箱运输船舶和货物的实时位置、出入口状态、清关状态等信息。

 

近两年来，随着移动互联网的加速发展，云计算、大数据、物联网等新技术更快地融入传统行业，集装箱航运物流行业也是如此。滴滴以“互联网+”的理念，积极将互联网与物流相结合，推出了全球船舶跟踪、集装箱跟踪、数据交换平台与卫星定位系统。海上货物跟踪更加透明、可视化、标准化。实现货主、货代、车队跟踪信息的综合网络无缝对接。基于船舶定位、车辆应用定位技术,利用互联网网络技术、最新商品、提货仓库,集装箱运输物流集卡车辆、报关、装运港口,集装箱船,目的港,集装箱车的过程后,接收仓库无缝集成,实现海运线全程跟踪管理服务,并通过电脑客户端,移动客户端相当于一个销售人员，对业主、投资者的连接最为及时。

。然而,新颁布的条例第七条中华人民共和国在国际海上运输规定,任何经营无船承运业务,应当登记提单国务院交通主管部门(即交通部)并支付押金。以客户的名义签发提单是无船承运人业务的基本要素。因此，向国务院运输主管部门(即交通部)办理提单登记已成为无船承运人开展业务的前提。

但是，如上所述，从国际航运实践的角度来看，无船承运人已经被包括在货运代理服务和多式联运服务中。将无船承运人和无船承运人的概念引入我国的法律体系，只会造成该行业行政管理的重叠和混乱。从国际航运实践的角度看，无船承运人的法律概念是美国法律所特有的，与国际航运实践并不相容。

此外，无船承运人的业务范围已经被货代行业所涵盖，已有几百年的历史，因此没有法律上的必要去创造这个狭窄的概念。这一概念也不符合中国政府所作的承诺(货运代理行业开放的时间表)。外国货运代理进入中国市场所适用的准则(不论是作为货运代理还是无船承运人;我不知道是申请商务部还是交通部。与此同时，这一概念的出现将使中国的无船承运人进入国际市场变得更加困难，因为在他们想进入的国家，这是一个完全不同的法律概念。综上所述，货运代理并不是一个纯粹的法律概念。货代经过数百年的发展，已成为一个合法完整的行业，其独特的法律性质和法律特征已得到国际运输业及相关行业的认可。行业实践与法律之间的差距应该缩小，而不是扩大:法律体系是否会因为需要将部分业务(无船承运)与货运分开而变得复杂，这是值得怀疑的。实际上，正确的做法是建立统一的货运代理行业行政法规体系，而不是人为地创造新的法律概念来划分货运代理行业，导致行政管理的分工重叠。

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