Gotowa bibliografia na temat „Transports maritimes – Chine”
Utwórz poprawne odniesienie w stylach APA, MLA, Chicago, Harvard i wielu innych
Zobacz listy aktualnych artykułów, książek, rozpraw, streszczeń i innych źródeł naukowych na temat „Transports maritimes – Chine”.
Przycisk „Dodaj do bibliografii” jest dostępny obok każdej pracy w bibliografii. Użyj go – a my automatycznie utworzymy odniesienie bibliograficzne do wybranej pracy w stylu cytowania, którego potrzebujesz: APA, MLA, Harvard, Chicago, Vancouver itp.
Możesz również pobrać pełny tekst publikacji naukowej w formacie „.pdf” i przeczytać adnotację do pracy online, jeśli odpowiednie parametry są dostępne w metadanych.
Artykuły w czasopismach na temat "Transports maritimes – Chine"
1
Comtois, Claude, i James Wang. "Géopolitique et transport". Études internationales 34, nr 2 (30.09.2004): 213–27. http://dx.doi.org/10.7202/009172ar.
Pełny tekst źródłaStreszczenie:
Résumé L'étude démontre comment la géographie des transports dans le détroit de Taïwan influence les représentations spatiales de la région. Le contexte de l’étude offre un aperçu de l’évolution des discours politiques tant en Chine qu’à Taïwan. Une analyse des changements dans les réseaux maritimes extra-régionaux et intra-régionaux entre 1990 et 2000 permet de souligner la transformation des espaces maritimes et continentaux de la Chine et de Taïwan. L’interprétation de ces changements démontre l’emboîtement des partenariats entre les transporteurs chinois et taïwanais en termes de réglementations maritimes, participation aux alliances maritimes, sélection de ports d’appel et choix de routes. L’analyse démontre l’influence qu’exerce la géographie des transports sur la géographie politique.
2
Lv, Yan. "Maritime Transport Services in ASEAN-China Free Trade Area-Liberalization and Challenges". Asian Journal of Social Science Studies 4, nr 3 (20.09.2019): 1. http://dx.doi.org/10.20849/ajsss.v4i3.634.
Pełny tekst źródłaStreszczenie:
Maritime transport, as an international transportation, plays an imperative role in global trades. At present, the negotiation on maritime transport sector faces with difficulties. This brief article tries to indicate the challenges of maritime service trade liberalization in CHINA-ASEAN free trade area; to find out the ways to promote maritime trade liberalization.
3
Pinochet, Javier, Jean-Charles Leclerc, Antonio Brante, Claire Daguin-Thiébaut, Christian Díaz, Florence Tellier i Frédérique Viard. "Presence of the tunicate Asterocarpa humilis on ship hulls and aquaculture facilities in the coast of the Biobío Region, south central Chile". PeerJ 5 (14.08.2017): e3672. http://dx.doi.org/10.7717/peerj.3672.
Pełny tekst źródłaStreszczenie:
Non-native ascidians are important members of the fouling community associated with artificial substrata and man-made structures. Being efficient fouling species, they are easily spread by human-mediated transports (e.g., with aquaculture trade and maritime transports). This is exemplified by the ascidian Asterocarpa humilis which displays a wide distribution in the Southern Hemisphere and has been recently reported in the Northern Hemisphere (NW Europe). In continental Chile, its first report dates back from 2000 for the locality of Antofagasta (23°S). Although there was no evidence about the vectors of introduction and spread, nor the source, some authors suggested maritime transport by ship hulls and aquaculture devices as putative introduction pathways and vectors. In the present study, we report for the first time the presence of A. humilis on the hull of an international ship in a commercial port in Concepción bay (36°S), south central Chile. We also found one individual associated to a seashell farm, 70 km far from Concepción bay. Further individuals were subsequently identified within Concepción bay: one juvenile settled upon international harbor pilings and a dozen individuals along aquaculture seashell longlines. For the first specimens sampled, species identification was ascertained using both morphological criteria and molecular barcoding, using the mitochondrial gene cytochrome c oxidase subunit I (COI) and a nuclear gene (ribosomal RNA 18S). The nuclear 18S gene and the mitochondrial gene COI clearly assigned the specimens to A. humilis, confirming our morphological identification. Two haplotypes were obtained with COI corresponding to haplotypes previously obtained with European and Northern Chilean specimens. The present study thus reports for the first time the presence of A. humilis in the Araucanian ecoregion, documenting the apparent expansion of this non-native tunicate in Chile over 2,000 km, spanning over three ecoregions. In addition we reveal the potential implication of the international maritime transport as a vector of spread of this species along the Eastern Pacific coast, and the putative role of aquaculture facilities in promoting local establishments of non-native tunicates.
4
Mindur, Leszek. "Development of maritime container transport in Southeast Asia". Transport Economics and Logistics 78 (21.12.2018): 43–57. http://dx.doi.org/10.26881/etil.2018.78.04.
Pełny tekst źródłaStreszczenie:
The article presents the role of marine container transport in the present-day world economy, taking into consideration the position of China, Japan, South Korea and India in the global system of containerized cargo transport. Transshipments in the largest container ports of Asia in the period 1990–2016 are discussed. The container ship tonnage in China, Japan, South Korea and India is analyzed in the studied period. The main institutions financing the transport infrastructure development in the Europe-Asia transport corridors are described.
5
Akbar, Muhammad. "BELT AND ROAD INITIATIVE (BRI) AND ITS IMPLICATION ON MARITIME SECURITY IN ASIA PACIFIC: CASE STUDY ON CHINA-AUSTRALIA TRADE COOPERATION". Jurnal Asia Pacific Studies 3, nr 1 (5.07.2019): 1. http://dx.doi.org/10.33541/japs.v3i1.1031.
Pełny tekst źródłaStreszczenie:
Belt and Road Initiative (BRI) or One Belt One Road (OBOR) first introduced by Xi Jinping on September 2013 in Kazakhstan, when he stated “Silk Road Economic Beltâ€, specifically. One month later, he stated the term “Maritime Silk Road†in Indonesia. OBOR is both a concept and a work plan that designed by China to connect towards Eurasia, Africa, and Oceania. The connections are both distance and political influence. China’s bargaining position on Australia is considered strong enough, and vice versa. Australia is important for China for its iron ore that exported to China. China will not put their position at a stake considering its 60% dependency of iron ore from Australia, based on the research by Professor Rory Medcalf from Australia National University (Medcalf 2017, 110). The complexity of the struggle for power in this region is increasing since Australia has been the ally of The United States of America (USA) to whom China is declaring Trade War. China’s expenditure and development of the Navy growing increasingly reflects the higher attention on maritime security. Political condition in Asia Pacific will be effected by this condition with the growing influence of the superpower of the South China Sea, the People’s Republic of China. This paper will explore about sea power in Asia Pacific and its relations with the growing and more advanced China-Australia relations.
Keywords: OBOR (One Belt One Road), Maritime Security, Sea Power, Asia Pacific.
Abstrak
Istilah Belt and Road Initiative (BRI) atau dikenal juga dengan jargon One Belt One Road (OBOR) pertama kali digaungkan oleh Xi Jinping pada bulan September 2013 di Kazakhstan, ia mengucapkan “Silk Road Economic Beltâ€, secara spesifik. Sebulan kemudian, Ia menyinggung konsep “Maritime Silk Road†dalam kunjungannya ke Indonesia (Davies, 2016, 218). OBOR adalah sebuah konsep, sekaligus juga workplan yang dirancang sedemikian rupa oleh China untuk mendekatkannya dengan Eurasia, Afrika, dan Oceania. Dekat dalam artian keterhubungan melalui kemudahan transportasi, dan dekat secara pengaruh (political influence). Tulisan ini akan mengambil studi kasus kerja sama perdagangan yang dilakukan antara China dan Australia. Posisi tawar China terhadap Australia cukup kuat, dan begitu pula sebaliknya. Australia diunggulkan dengan komoditi biji besi yang diekspor ke China, sehingga membuat China memiliki ketergantungan terhadap Australia. Professor Rory Medcalf dari Australia National University (ANU) mengatakan bahwa China tidak akan mempertaruhkan hubungan perdagangannya dengan Australia, mengingat dependensi China terhadap impor biji besi dari Australia sebesar 60% (Medcalf 2017, 110). Australia adalah sekutu Amerika Serikat (AS) yang kini sedang dalam kondisi perang dagang dengan China, membuat hubungan diantara negara-negara ini menjadi kompleks. Anggaran belanja pertahanan dan percepatan pertumbuhan Armada Laut China cenderung meningkat, sehingga dapat disimpulkan adanya keseriusan dalam hal peningkatan keamanan maritim (maritime security). Kondisi politik regional di kawasan Asia Pasifik akan terdampak atas kedigdayaan maritim China di kawasan. Tulisan ini akan membahas mengenai Sea Power di kawasan Asia Pasifik dan kaitannya dengan hubungan dagang China-Australia yang semakin intens.
Kata kunci: OBOR (One Belt One Road), Keamanan Maritim, Sea Power, Asia Pacific
6
Péron-Doise, Marianne. "La Route maritime de la soie dans l’océan Indien : Une nouvelle conception de la puissance maritime par la Chine". Études internationales 49, nr 3 (23.05.2019): 569–92. http://dx.doi.org/10.7202/1059936ar.
Pełny tekst źródłaStreszczenie:
L’océan Indien, porte d’accès à l’énergie et voie essentielle du transport maritime international, a toujours été important pour la Chine. Avec le projet Route maritime de la soie, il se positionne comme l’incubateur d’une nouvelle conception chinoise de la puissance maritime. Cette vision à dominante géoéconomique et le concept de « connectivité maritime » qui la sous-tend ne se traduisent pas par le développement de partenariats et de coopérations avec les États littoraux, car elle se heurte à un système maritime anarchique, dominé par des visions traditionnelles de la sécurité et des rivalités de puissances. Dans ce contexte compétitif, l’approche chinoise se cantonne à un rapport de force économique vis-à-vis de ses partenaires et à la mise en place d’infrastructures à usage dual, civil et militaire qui reflète l’ambivalence de sa posture.
7
Akimov, Alexander. "ASIAN MARITIME TRANSPORT IN ASIA: A BRIEF STATISTICAL ESSAY". Eastern Analytics, nr 3 (2020): 15–27. http://dx.doi.org/10.31696/2227-5568-2020-03-015-027.
Pełny tekst źródłaStreszczenie:
The article describes the state of the Asian merchant marine fleet as of 2018. The main trends of international Maritime trade are described, the composition of the fleet by types of vessels is characterized, and the main directions of trade by groups of goods transported by different types of vessels are shown. The transition of leadership in tonnage from tankers to bulk carriers is revealed, due to the reduction of the role of oil in sea transportation and the formation of flows of raw materials and coal for the ferrous metallurgy to China. The largest container ports in the world are shown, among which East Asian ports predominate. Two leading flag of convenience countries in Asia have been identified – Hong Kong and Singapore. In the global shipbuilding industry, three East Asian countries – China, Japan, and the Republic of Korea – account for 90 % of ship production.
8
To, Wai-Ming, i Peter Lee. "China’s Maritime Economic Development: A Review, the Future Trend, and Sustainability Implications". Sustainability 10, nr 12 (19.12.2018): 4844. http://dx.doi.org/10.3390/su10124844.
Pełny tekst źródłaStreszczenie:
China has experienced unprecedented economic growth and structural change in the past decades. This paper reviews the development of China’s maritime economy for the period of 2002 to 2017. According to official data from China’s government, the total production value of China’s maritime economy increased from RMB 1068 billion in 2002 to RMB 7761 billion in 2017, thus contributing to about 10 percent of China’s total gross domestic product. This paper applies four-parameter logistic models to identify the associated trends and predicts the near-future values for the total, primary, secondary, and tertiary sectors of China’s maritime economy. It is projected that China’s total maritime economy will reach RMB 8894 billion in 2019. Besides, the growth of China’s maritime economy has been and will be dominated by the growth in the tertiary sector, particularly of China’s coastal tourism and transport industries. Specifically, China’s coastal tourism increased from RMB 147.8 billion in 2002 to RMB 1463.6 billion in 2017. In terms of spatial development, the east and north-east coasts of China experience more rapid maritime economic growth than the south-east coast. The implications for the sustainability of China’s maritime economy are presented.
9
Tianming, Gao, Vasilii Erokhin, Aleksandr Arskiy i Mikail Khudzhatov. "Has the COVID-19 Pandemic Affected Maritime Connectivity? An Estimation for China and the Polar Silk Road Countries". Sustainability 13, nr 6 (22.03.2021): 3521. http://dx.doi.org/10.3390/su13063521.
Pełny tekst źródłaStreszczenie:
In light of about 80% of international freight traffic carried by sea, maritime supply chains’ stability is pivotal to global connectivity. For over a year now, the transboundary mobility of vessels and cargoes has been restricted by diverse forms of the COVID-19 containment measures applied by national governments, while the lockdowns of people, businesses, and economic activities have significantly affected the growth prospects of various maritime connectivity initiatives. This study investigates how the pandemic-related public health, trade, and market factors have shifted the connectivity patterns in the Polar Silk Road (PSR) transport corridor between China, South Korea, Japan, Russia, and four economies of Northern Europe. The causality links between the Shipping Connectivity Index (SCI) and the number of COVID-19 cases and deaths, trade volumes with China and the rest of the world, and price indexes of minerals, fuels, food, and agricultural products are revealed separately for eight countries and thirty-five ports. The study algorithm is built on the consecutive application of the Augmented Dickey-Fuller (ADF) and the Phillips-Perron (PP) stationarity tests, the Autoregressive Distributed Lag (ARDL) method, the Fully-Modified Ordinary Least Squares (FMOLS) and the Dynamic Ordinary Least Squares (DOLS) robustness checks, and the Toda-Yamamoto causality test. Tight trade-connectivity links are recorded in all locations along the China-PSR transport corridor in 2015–2019, but in 2020, the relationships weakened. Bidirectional influences between the number of COVID-19 cases and connectivity parameters demonstrate the maritime sector’s sensitivity to safety regulations and bring into focus the role of cargo shipping in the transboundary spread of the virus. The authors’ four-stage approach contributes to the establishment of a methodology framework that may equip stakeholders with insights about potential risks to maritime connectivity in the China-PSR maritime trade in the course of the pandemic.
10
Chen, H., X. C. Cao, C. Y. Zhou, J. Wang, Y. Qin i M. Chen. "LNG Transport and Management at South China Sea". MATEC Web of Conferences 319 (2020): 05003. http://dx.doi.org/10.1051/matecconf/202031905003.
Pełny tekst źródłaStreszczenie:
As China’s research on LNG maritime transport is still in its infancy, there are few papers in relevant areas. Based on the description of the oil and gas contained in the South China Sea and the geographical location of the oil, the paper compares the natural gas liquefaction with nature, compares the three modes of natural gas transportation, and describes the influencing factors of LNG marine transportation.Secondly, Hainan Province was used as a case of transportation terminal to conduct market analysis and economic evaluation. Finally, considering of the unique resource background and geographical location of the South China Sea, suggestions are made to use effective, clean and comparative cheap energy.
Rozprawy doktorskie na temat "Transports maritimes – Chine"
1
Dong, Xuedai. "L'opportunité du transport par conteneur dans les pays en voie de développement : le cas de la Chine". Aix-Marseille 2, 1988. http://www.theses.fr/1988AIX24000.
Pełny tekst źródłaStreszczenie:
Au cours de ces dernières années, le transport maritime a connu une évolution importante, évolution marquée par la conteneurisation et l'expansion des flottes de pays en développement. Le transport maritime est considéré comme une industrie à forte intensité capitalistique; à l'époque du conteneur, cette caractéristique est accentuée par le fait que le transport par conteneur nécessite un investissement beaucoup plus lourd que celui exigé par le transport traditionnel. Les pays en développement qui possèdent une main-d'oeuvre abondante, trouvent peu d'avantages à s'engager dans une telle industrie. L'amélioration des équilibres de la balance des paiements, le prestige, ainsi que l'indépendance politique et économique sont des objectifs essentiels guidant le développement du transport maritime dans le pays du tiers-monde. Ils ne profitent pas autant d'avantages que les pays développés dans le transport par conteneurIn recent years, marine transport has undergone a great evolution which is marked by containerisation and the expansion of developing countries' fleets. Marine transport is considered a highly capital intensive industry; in the age of the container, this characteristic is accentuated by the fact that container transportation necessities a much greater investment than that needed by traditional transportation. The developing countries which are rich in manpower, find few advantages in engaging in this kind of industry. The improvement in the balance of payments, prestige as well as political and economic independence are the essential aims which guide the development of marine transport in third world countries. They do not benefit as much from container transportation as the developed countries
2
Cai, Jianru. "Le transport multimodal : étude comparée de droit chinois et de droit français". Thesis, Paris 1, 2018. http://www.theses.fr/2018PA01D048.
Pełny tekst źródłaStreszczenie:
Le transport multimodal n'est pas nouveau. Lieux de production et de consommation étant souvent éloignés, qui plus est dans une économie toujours davantage internationalisée, l'acheminement de la marchandise soulève inévitablement le recours à ce type de transport-ci. Le transport maritime, tout comme le transport ferroviaire et aérien, requiert nécessairement un pré-acheminement et/ou un post-acheminement. Seul le transport routier pourrait échapper à ces contraintes. Pourtant, «le transport multimodal» est un concept juridique de création moderne. On parlait auparavant de «transport combin», «transport mixte» ou encore «transport multimodal transimaritime» suite à l'initiative de Monsieur le Professeur Pierre BONASSIES et désormais il est fait référence au «transport international», «transport multimodal». L'originalité du transport multimodal a pour conséquence de soulever un certain nombre de problèmes juridiques touchant la responsabilité, l'assurance, la compétence juridictionnelle. Cette thèse tente de répondre aux difficultés juridiques relatives à ce mode de transport. Il s'agit notamment de deux questions fondamentales : la première question est de déterminer la responsabilité de l'entrepreneur du transport multimodal et sa limitation de responsabilité. La deuxième question est de savoir quelle est la loi applicable en cas de conflit de lois et l'influence des Règles de Rotterdam. Cela notamment au regard de « la commission de transport » qui, si le concept est reconnu largement dans tous les pays, ne dispose néanmoins pas du même statut juridique. Le droit français distingue la notion de «commissionnaire» de celle de «transitaire». Le «Non-Vessel-Operation Common Carrier» (NVOCC) est un peu l'adaptation internationale de la notion française de commissionnaire de transport. Après les États-Unis et les Philippines, la Chine a récemment adopté la notion de NVOCC dans les «Modalités d'application du Règlement de la République populaire de Chine aux transports maritimes internationaux». Ce problème renvoie aux questions d'identification de transporteur et de sa limitation de responsabilitéNo English summary available
3
Peng, Chang Hua. "La responsabilité du chargeur dans les opérations de transports maritimes : étude comparative en droit chnois et français". Thesis, Paris 1, 2016. http://www.theses.fr/2016PA01D040.
Pełny tekst źródłaStreszczenie:
Ces dernières décennies ont été marquées par une accélération des échanges mondiaux. Le transport maritime du fait de son coût peu élevé a contribué à ce développement. En effet, aujourd’hui près de quatre vingt dix pourcent des marchandises transportées dans le monde le sont par voie maritime. L’augmentation des volumes échangés et la capacité des navires ont fait augmenter les risques d’incidents et du même coup la responsabilité de tous les acteurs des contrats maritimes de transport de marchandises. La responsabilité du chargeur, qui a été longtemps restreinte à un simple cas excepté libérant la responsabilité du transporteur, prend son essor. Elle s’autonomise autour de la construction d’un régime général et spécial qu’il convient de mieux ordonner. A cet égard, l’étude comparative des expériences sino-françaises dans le domaine des responsabilités du chargeur fait apparaître de nombreuses disparités et différences de traitement. Les Règles de Rotterdam s’inscrivent dans cette perspective en consacrant ce phénomène. Elles prennent en considération de nouveaux types de chargeurs tels que le chargeur documentaire afin de mieux s’adapter à la réalité de l’opération de transport. Les risques d’atteinte à l’environnement par des marchandises dangereuses sont aussi pris en compte. Mais contrairement à la responsabilité du transporteur, la responsabilité contractuelle et délictuelle du chargeur est illimitée. En attendant une ratification des Règles de Rotterdam, la liberté contractuelle constitue un moyen intéressant pour le chargeur de limiter sa responsabilité dans le respect des dispositions d’ordre public ou de ses obligations impérativesRecent decades have seen an acceleration of world trade. Due to its low cost, maritime transport has contributed to this development. Indeed, nearly ninety percent of goods transported in the world are seaborne. The increase in trading volumes and vessel capacity have increased the risk of incidents and thereby the responsibility of all actors in maritime carriage of goods contracts. The responsibility of the shipper, which has long been restricted to a simple except case releasing the carrier’s liability, is now taking off. This new autonomy, built around general and special ratings, should be better organized. In this regard, the comparative study of Chinese and French experiences in the responsibility of the shipper reveals many disparities and differences in treatment. The Rotterdam Rules follow the recent trend by taking into account new types of shippers, such as the documentary shipper, in order to better adapt to the reality of transport operations. The risks to the environment due to hazardous goods are also taken into account. But unlike the carrier's liability, the shipper’s liability and tort are unlimited. Pending the Rotterdam Rules’ ratification, contractual freedom is an interesting way for the shipper to limit his liability and tort in the respect of safety law or imperative obligations
国际间交换近数十年来加速了，海上运输的低价格，助长了他的发展，的确现在几乎百分之九十的国际货物运输都靠海运。由于交换的批量和船的容量增加，使得事件的风险和海上运输合同的各方责任提高了。托运人的责任长期以来限制在一个例外, 让承运人的责任释放。托运人的责任浮现，他的存在是建立在普通制度和专门制度中，需要更好的理清。在此情况下，中法海商法经验的比较，在托运人的责任上显出许多的差距和不同的待遇。在透视中 «鹿特丹规则»呈现了此现象。他考虑到新的托运人的类型，譬如提单托运人为了更符合实际运输的实现，被危险货物造成环保损害的风险,也算在内。但是不比承运人的责任，托运人的合同责任和侵权责任是无限的。在等待«鹿特丹规则»的批准之下，自由合同是一个有意思的办法, 为了限制托运的责任，需要遵守治安法和托运人的必需义务。
4
He, Jing. "La réforme du droit chinois du transport maritime de marchandises". Thesis, Aix-Marseille, 2016. http://www.theses.fr/2016AIXM1009.
Pełny tekst źródłaStreszczenie:
Le transport de marchandises par mer constitue de nos jours un pilier du commerce international et l’un des principaux moteurs de la mondialisation. De ce fait, le droit du transport maritime de marchandises, en tant qu’élément déclencheur du droit maritime, reste toujours la discipline essentielle dans ce domaine. En raison du développement de la technologie de construction des navires et des modifications des modalités de l’exploitation maritime, les normes en vigueur, relatives au transport maritime, se trouvent confrontées aux changements évolutifs dans la pratique. Tout spécifiquement, en raison de l’absence d’une tradition à ce propos, le droit chinois s’est inspiré inévitablement des normes internationales, quant à son développement. À l’heure actuelle, la question qui se pose ici est de savoir s’il convient d’introduire de nouveaux instruments, et en particulier les Règles de Rotterdam, dans le processus de modernisation du droit positif chinois ? L’étude menée vise à présenter quelques avis de recommandation, proposés pour la réforme du droit chinois du transport maritime de marchandises, vis-à-vis les Règles de Rotterdam. Dans le cadre d’une économie mondialisée, la modernisation du droit positif chinois, et surtout en matière maritime, devrait se développer dans les directions suivantes : d’une part la participation et l’intégration au système international, et de l’autre la reconnaissance de sa particularité au sein de la législationThe carriage of goods by sea constitutes at present time a pillar of international trade and one of the principal engines for the globalization. For this reason, the law of the carriage of goods by sea, being as the primary trigger for the maritime law, remains always its essential position in this domain. Due to the technological progress in the construction of the vessels and to the changes of the operational mode of maritime exploitation, the relevant laws in force are confronted with progressive transformation in practice. Particularly in relation to the Chinese maritime law, because of absence of the tradition in this regard, it has been inspired inevitably by the international norms, with respect to its development. At the current time, the question here is whether to introduce some new instruments, and in particular the Rotterdam Rules, in the process of modernization of Chinese positive law ? The present research is intended to provide some recommendation notices, proposed for the reform of the Chinese law of carriage of goods by sea, vis-à-vis the Rotterdam Rules. In the context of a worldwide economy, the modernization of the Chinese positive law, and especially in terms of maritime law, should be deployed with the following sprits: the participation and the integration to the international system on the one hand, and the recognition of its particularities in the course of the legislation on the other hand
5
Lacoste, Romuald. "Les opérateurs maritimes et portuaires européens dans la mutation de la chaine de transport de marchandises en vrac : essai de géographie économique". Nantes, 2004. http://www.theses.fr/2004NANT3029.
Pełny tekst źródłaStreszczenie:
La chaîne de transport des marchandises en vrac évolue sous la pression de trois phénomènes : les entreprises industrielles demandent plus de qualité, une capacité de transport mondialisée et des services globaux. La Commission européenne renforce les règlements sur le développement durable, la sécurité maritime et portuaire. La libéralisation des marchés (énergie, agriculture) modifie le jeu des acteurs. En conséquence, de nouvelles formes d'organisations spatiales voient le jour. Mais ce qui apparaît comme une mutation à l'échelle des marchés vraquiers s'apparente à une homogénéisation des transports maritimes en général, sur le modèle de ce qui existe déjà dans la conteneurisation et les marchandises diversesSince ten years, a global change affects the bulk cargoes supply chain. The industries of raw materials evolve, and need more quality, worldwide transport capacity and globalized services. European Commission enforce sustainable development, maritime and port security' acts. Liberalization of energy and agricultural market modify the players game. The transport chain generates new spatial organisation schemes based on networking, hub ports, industrial and standardized relationships, control of cargoes flows. But in fact, this large trend appears like an homogeneisation of the bulk transportation system on general transportation model which already exits exist in containerized and general cargoes
6
Zych, Martin. "Námořní kontejnerová přeprava na relaci ČR - Čína". Master's thesis, Vysoká škola ekonomická v Praze, 2011. http://www.nusl.cz/ntk/nusl-125177.
Pełny tekst źródłaStreszczenie:
The thesis is focused on container shipping from the Czech Republic to China. The volume of import from China to the Czech republic is ten times higher than the export to China, which is reflected in the number of containers shipped on this route. The thesis shows the impact of the trade imbalance on the freight rate and on the level of surcharges. Subsequently, the thesis describes the procedures an exporter has to go through when arranging a shipment. The practical part shows a case of an export operation of fresh rabbit skins to China.
7
Zhang, Liu Feng. "Etude comparative du contrat de transport maritime de marchandises en droit francais et en droit chinois". Thesis, Aix-Marseille 3, 2011. http://www.theses.fr/2011AIX32048.
Pełny tekst źródłaStreszczenie:
Notre intention est d’effectuer une étude comparative du contrat de transport de marchandises en droit français et en droit chinois, principalement entre le droit positif français et le droit positif chinois en matière maritime, sans omettre les nombreuses interférences des Conventions internationales en vigueur dans ce domaine. Le contrat de transport maritime de marchandises est conclu entre le chargeur et le transporteur qui va assurer leur acheminement au moyen d’un navire sur un élément naturel non exempt de dangers, la mer, l’objet du contrat étant l’acte de transport. Ce contrat est généralement couvert par un type spécifique, le connaissement, mais il n’est pas un document unique. Parmi les spécificités du connaissement, la clause Paramount, la clause de compétence et la clause compromissoire insérées dans le document seront examinées car elles forment le socle juridique du transport maritime.L’exécution de ce contrat dépend des droits et des obligations de chaque partie que nous détaillerons. La mise du navire en état de navigabilité, l’accomplissement du voyage et la livraison sont à la charge du transporteur qui recevra en contrepartie le paiement du fret de la part du chargeur. Cependant les risques spécifiques de la navigation en mer génèrent certains problèmes qui recevront des réponses particulières. Ainsi par exemple, la responsabilité du transporteur pleine ou partielle, les cas exceptés, la limitation à l’indemnisation des dommages, etc. L’exécution de ce contrat entraîne parfois des litiges. Pour chaque affaire, il y a lieu de déterminer qui est la partie responsable du dommage subi par la marchandise. En fait, il n’est pas toujours simple de définir la responsabilité de chacun. Il est fait parfois appel à l’arbitrage international ou il sera parfois nécessaire d’avoir recours à la justice.Or s’agissant souvent de contentieux mettant en présence plusieurs entreprises (armateur, gestionnaire du navire, chargeur, transporteur, destinataire, assureur, banquier, etc.) relevant de divers États avec des systèmes juridiques différents, plusieurs questions complexes devront être résolues : les conditions de recevabilité de l’action, la compétence du tribunal, la loi applicable, etc.Parmi les particularités, nous observerons que la France a ratifié la Convention de Bruxelles, et les Protocoles modificatifs de 1968 et 1979, tandis que la Chine n’a ratifié aucun de ces textes. En droit international, la France applique le système moniste selon lequel les Conventions internationales ratifiées s’appliquent immédiatement en droit interne, alors que selon le dualisme, les Conventions n'acquièrent de force juridique qu'après avoir été transposées en droit interne. La Chine n’applique ni le système moniste, ni le système dualiste, tout en donnant à la Convention internationale une force supérieure à la loi interne, mais sous certaines conditions.Avec les moyens modernes de fabrication et de communication, la planète est devenue un village dont les membres échangent sans cesse des biens et des services. Dans cette évolution, le commerce international en général et le transport des marchandises par mer en particulier ont beaucoup progressé. L’étude comparative du contrat de transport maritime en France, pays de droit ancien du vieux continent, et en Chine, riche d’un passé culturel et d’une économie contemporaine florissante, nous est apparue intéressante et utile : outre sa participation aux échanges culturels entre ces deux pays, force est de constater que se poursuivent la mondialisation de l’économie et la progression concomitante des échanges internationaux de marchandises par merThe purpose of this dissertation is to carry out a comparative study of the contract for the carriage of goods by sea in French law and in Chinese law, principally between French positive maritime law and Chinese positive maritime law, taking into consideration as well the numerous influences which international Conventions currently in force bear on this issue.The contract for the carriage of goods by sea is concluded between a shipper and a carrier. The transportation of the goods by the carrier involves the navigation of a ship through water, a natural element which is not without danger; the act of the transportation of the goods therefore involves certain risks, and it is this act of transportation which is the object of the contract.This contract is generally modelled after the standard form of a Bill of Lading, though that is not the only document which is used. Among the specific elements of a Bill of Lading, the Paramount clause, the jurisdiction clause and the arbitration clause inserted in the document will each be examined, because they form the legal base of maritime transport.The execution of the contract, considering the rights and obligations of each of the parties, will be examined in detail. Assuring that the ship is in sound navigating condition, carrying out the voyage and accomplishing the delivery of the cargo are the responsibilities of the carrier, who in return will receive payment for these services from the shipper.However, the particular risks inherent in sea travel engender particular problems which will be specifically addressed – for example, the exact extent of responsibility of the carrier; the cases in which an exception might be made; amount limitations to the indemnities for damages, etc.The practical application of the contract to a specific situation will sometimes lead to disputes. In each case it needs to be determined which is the party that is responsible for the damage to the cargo. In fact, it is not always easy to define the responsibilities of each party. Sometimes appeal is made to international arbitration, and at other times it will be necessary to appeal in a court of law.Since the disputes often involve several separate enterprises (the ship owner, the ship manager, the shipper, the carrier, the recipient, insurance companies, bankers, etc.) coming from diverse countries with judicial systems which differ from one another, a number of complex legal issues must be resolved: the conditions of admissibility of the action, the jurisdiction of court, applicable law, etc.Among the particularities, we observe that France ratified the Brussels Convention and the modifying Protocols of 1968 and 1979, whereas China did not ratify any of these documents. In international law, France applies the monist system, according to which the ratified International Conventions are immediately applied in internal law, although according to dualism, the Conventions do not acquire legal force until after having been transposed into internal law. China applies neither the monist system nor the dualist system, while granting to the International Convention a superior authority over internal law, though only under certain conditions.With modern means of production and communication, the planet has become a global village whose members continually exchange goods and services. This development has led to significant growth in international commerce in general, and to significant growth in the transport of merchandise by sea in particular; hence the importance of this study
8
Høen, Hans-André Aadland. "Hvorfor Shanghai? : norske rederiers direkteinvesteringer i Shanghai /". Bergen : Norges Handelshøyskole, 2008. http://bora.nhh.no:8080/bitstream/2330/1976/1/Hoen%202008.pdf.
Pełny tekst źródła
9
CHU, CHIU MEI, i 邱美珠. "The Comparison of Maritime Passengers and Luggage Transport between Taiwan and Mainland China". Thesis, 2014. http://ndltd.ncl.edu.tw/handle/08085476841226689320.
Pełny tekst źródłaStreszczenie:
碩士開南大學
觀光運輸學院碩士在職專班
102
Taiwan and mainland China met the cruise tourism boom in Asia, both gradually promoted maritime passengers transport. China even announced early last year to relax its cruise policy, due to the increasingly frequent exchanges between the two sides in recent years. Both sides have seen the potential business on cruise. This kind of opening attitude on both sides, we cannot emphasize too much the importance of flourishing business relationship. The two sides have a lot of open sea transport ferry port in the "Cross-Strait Sea Transport Agreement", this trend has raised much attention on both maritime laws. There are parts of passenger rights coded in Mainland Maritime Law, which was delivered in 1976 based on "the Athens Convention", a reference to the current system of international conventions. Taiwan's maritime law should be timely amended its thirteen passengers transported regulations. This study approached the administration for a raise on passengers’ safety in case the accident occurred. The writer also suggested the both sides to focus on adequate safeguards and actual needs under the consideration of the International Convention, This research not only discussed the subject (the carrier and passengers), object (ship), the Athens Convention, the background history across the Taiwan Strait, but also explored the main content of the Athens Convention at both sides of the Legislation. Furthermore, this study concentrated on both sides of maritime passenger transport contract, indicating that the main carrier of passengers by sea rights, the final delivery of the relevant conventions for maritime passenger. This study hoped to provide a comparative analysis to the decision and law makers as a reference.
10
Hsu, Jeng-Tai, i 徐正泰. "On the Maritime Petroleum Transport Security from the Perspective of China''s Peaceful Rise". Thesis, 2010. http://ndltd.ncl.edu.tw/handle/41554709443086289914.
Pełny tekst źródłaStreszczenie:
碩士淡江大學
國際事務與戰略研究所碩士在職專班
98
Petroleum has been one of the main maritime cargos among countries for recent years. This study investigates the petroleum transport security problems by analyzing the geopolitical factors of oil security in China. Seen in this light, this study gains further understanding of the strategies and steps adopted to ensure the safety of oil waterways under the peaceful rise of China so as to realize the impact of oil security strategies on the national security of China and external relationship. This study hereby on the basis of the current energy supply and demand in China, the origin of the peaceful rise of China as well as relative theories regarding sea power and geopolitical security proposes four questions: what the geopolitical factors after the peaceful rise of China are; what the aspects influenced by the China petroleum security are; with what fields of threat the petroleum transport security can be confronted; how to maintain the transport security of oil supply through economics, foreign affairs, and military actions with the complex international situation. This study proposes some discussion on the basis of the strategy adopted by China to maintain the waterway transport security. The first strategy is the establishment of long distance marine modernization such as the advance of far ocean battle ability, the establishment of pearl chained harbors and the increase of proportion of national oil through national transport. The second strategy is the participation of security collaboration among regional organizations from the marine security collaboration between China and America to the establishment of maritime security troops. The third strategy is the establishment of internet substitute route to dilute the risk such as the construction of land pipeline from Russia to the Middle East and the railways, the highways as well as the pipeline in the Southeast area. This study concludes by proposing the conditions, the new image, the view of security and development as well as the international perspective of the peaceful rise of China. Findings illustrate issues regarding the peaceful rise of China and the geopolitical conflict of petroleum transit, economical developmental key points, vanishment of threats and concerns, development of autonomy at sea, American mindset of containment and Taiwan problem. At last, with the expectation to draw public attention onto oil issues and reflections, this study reaches from the understanding of the connection between petroleum and national security to the manifestation of China’s peaceful rise to gain stable geopolitical strategies, influence of soft power onto the Southeast area, utilization of geopolitical factors to control oil transport policy and establishment of long distance navy strategy.
Książki na temat "Transports maritimes – Chine"
1
Canada. Dept. of Foreign Affairs and International Trade. Maritime matters : agreement between the Government of Canada and the Government of the Republic of China on maritime transport, Vancouver, April 4, 1997, in force April 4, 1997 =: Questions maritimes : accord sur le transport maritime entre le gouvernement du Canada et le gouvernement de la République Populaire de Chine, Vancouver, le 4 avril 1997, en vigueur le 4 avril 1997. Ottawa, Ont: Queen's Printer = Imprimeur de la Reine, 1998.
Znajdź pełny tekst źródła
2
Mattos, José Carlos. Maritime transport liberalization and the challenges to further its implementation in Chile. Santiago, Chile: CEPAL, 2003.
Znajdź pełny tekst źródła
3
China. Maritime transport: Agreement between the United States of America and the People's Republic of China, signed at Washington December 15, 1988 with exchanges of letters and extending agreement, effected by exchange of notes, signed at Beijing September 22, 1992. [Washington, D.C.?]: Dept. of State, 1995.
Znajdź pełny tekst źródła
4
Museum, Royal BC, red. Pacific Coast Ship China. Victoria: Royal BC Museum, 2009.
Znajdź pełny tekst źródła
5
Canada. Dept. of Foreign Affairs and International Trade. Taxation : agreement between the Government of Canada and the Government of the Republic of Chile for the avoidance of double taxation of income from the operation of ships and aircraft, Santiago, July 30, 1992, in force January 1, 1996 =: Impôts : accord entre le gouvernement du Canada et le gouvernement de la République du Chili tendant à éviter la double imposition sur les revenus provenant de l'exploitation des transports maritime et aérien, Santiago, le 30 juillet 1992, en vigueur le 1er janvier 1996. Ottawa, Ont: Minister of Public Works and Government Services Canada = Ministre des travaux publics et services gouvernementaux Canada, 1996.
Znajdź pełny tekst źródła
6
Agreement Between the Government of Great Britain and Northern Ireland and the Government of the People's Republic of China Concerning Maritime Transport (Cm.: Treaty Series: 1996: 3454: No. 91). Stationery Office Books, 1996.
Znajdź pełny tekst źródłaCzęści książek na temat "Transports maritimes – Chine"
1
Tianming, Gao. "Going North". W Handbook of Research on International Collaboration, Economic Development, and Sustainability in the Arctic, 133–61. IGI Global, 2019. http://dx.doi.org/10.4018/978-1-5225-6954-1.ch007.
Pełny tekst źródłaStreszczenie:
When China announced its Belt and Road Initiative (BRI), most of the attention focused on the joint building of transportation infrastructure across the Eurasian landmass and the Indian Ocean. However, with the release of the Arctic Policy in 2018, China incorporated the Arctic shipping lanes into the BRI transport network. Development of shipping in polar waters requires collaboration with Arctic countries. This chapter discusses the challenges China faces in exploring new maritime ways in the Arctic and collaborating with Russia in the development of the Arctic Blue Economic Corridor. The investment projects in the Arctic are considered in the format of eight development zones located in the polar regions along Russian part of the Northern Sea Route. The author concludes that Arctic shipping lanes have a great potential to be efficiently incorporated into the BRI transport network. However, there are many specific technological and economic challenges to be considered and met before polar transport routes may become any viable alternatives to southern maritime routes used by China.
2
Balachandran, G. "Crossing the Last Frontier: Transatlantic Movements of Asian Maritime Workers, c. 1900-1945". W Maritime Transport and Migration. Liverpool University Press, 2007. http://dx.doi.org/10.5949/liverpool/9780973893434.003.0007.
Pełny tekst źródłaStreszczenie:
This essay explores the maritime migration network between Asia and America by way of Europe during the first half of the twentieth century. It pays particular attention to the maritime activity of ‘lascar’ seamen, and the movement of labour between Britain, America, India, China, and Hong Kong. It examines the changes that underwent the network over time, the quantities of migrants and their intended destinations, and the period of upheaval caused by each World War. It also examines the racial, social, political, and cultural factors that shaped British and US immigration policies during the period. It concludes by stating that the US was undoubtedly a primary destination for Asian labourers, despite the well-broatcast perils relating to wages, racism, nationalism, and subjugation.
3
Alvstam, Claes G. "Belts and Roads: The geopolitics and transport geography of the China–European seaborne trade". W Geographies of Maritime Transport, 117–33. Edward Elgar Publishing, 2020. http://dx.doi.org/10.4337/9781788976640.00012.
Pełny tekst źródła
4
Liu, Miao, i Chunming Wu. "The Discovery of Spanish Colonial Coins from the Sixteenth through the Eighteenth Centuries in the Southeast Coast of China". W Historical Archaeology of Early Modern Colonialism in Asia-Pacific. University Press of Florida, 2017. http://dx.doi.org/10.5744/florida/9780813054766.003.0007.
Pełny tekst źródłaStreszczenie:
The southeast coast of China played a key role in the ancient maritime history of East Asia. During the tenth to sixteenth centuries there was a common local maritime cultural community inside the South China Sea. Since the beginning of the sixteenth century, the maritime trading contact with Europeans had emerged, with Portuguese and Spanish navigation to eastern Asia, showing the new era of maritime history of early globalization. Since the Spanish conquest of America, European settlers mined and transported silver abundantly into Asia for trade. In the last 50 years, Chinese archaeologists have discovered hundreds of historical silver coins—which were originally from Spain and Spanish colonial settlements in the Americas and thus related to this globalizing trade—in the southeast coast of China. This chapter puts together a description of these materials, and so, for the first time, sheds a light to the early maritime trade between East and West.
5
Lau, Yui-Yip, i Xiaodong Sun. "An investigation into the responsibility of cruise tourism in China". W Maritime Transport and Regional Sustainability, 239–49. Elsevier, 2020. http://dx.doi.org/10.1016/b978-0-12-819134-7.00015-0.
Pełny tekst źródła
6
"Freight forwarding and multimodal transport". W Maritime Law and Practice in China, 93–106. Abingdon, Oxon ; New York, NY : Informa Law from Routledge, 2017. | Series: Maritime and transport law library: Informa Law from Routledge, 2017. http://dx.doi.org/10.4324/9781315636917-8.
Pełny tekst źródła
7
Ge, Ying-En, Lidan Du, Zhongyu Wang i Yong Zhou. "A multiobjective programming model for comparing existing and potential corridors between the Indian Ocean and China". W Maritime Transport and Regional Sustainability, 289–309. Elsevier, 2020. http://dx.doi.org/10.1016/b978-0-12-819134-7.00018-6.
Pełny tekst źródła
8
Benton, Gregor, i Hong Liu. "Conclusions". W Dear China, 176–84. University of California Press, 2018. http://dx.doi.org/10.1525/california/9780520298415.003.0009.
Pełny tekst źródłaStreszczenie:
This concluding chapter argues that the qiaopi trade was the basis for one of China’s earliest excursions into the modern world economy. The trade quickly progressed from the one-man operations of the early years to the piju formed by qiaopi entrepreneurs to take advantage of the opportunities offered by the swift growth of Chinese emigration and remittance. It eventually matured into a stable industry with its own perfected mechanisms, patched onto China’s other modern institutions like banks and the post office and linked to modern forms of communication and transport. The trade gave an impetus to other forms of transnational and domestic industry and to urban growth in coastal cities adjacent to the qiaoxiang. Initially based on networks of blood, place, and tongue, it later joined or created national, transnational, and international networks based on trade, finance, and general migration, mainly in territories around the South China Sea but also in the gold-rush Pacific—the Americas, Australia, and the South Pacific. These networks, maritime and terrestrial, were not just economic but also had deep cultural and social dimensions. Along them ran not just cash, capital, and goods but also people, ideas, and information. The flow of capital, ideas, and population between Chinese in diaspora and their families and communities in China was a key driver in the remaking of China along modern and transnational lines.
9
"3. The Emergence of Organized Water Transport in Early China: Its Social and Geographical Contexts". W Voyages, Migration, and the Maritime World, 45–90. De Gruyter Oldenbourg, 2018. http://dx.doi.org/10.1515/9783110587685-004.
Pełny tekst źródła
10
"No. 26723. Agreement on maritime transport between the Government of the United States of America and the Government of the People’s Republic of China. Signed at Washington on 17 September 1980". W United Nations Treaty Series, 377–82. UN, 2001. http://dx.doi.org/10.18356/7c8acaec-en-fr.
Pełny tekst źródłaStreszczenia konferencji na temat "Transports maritimes – Chine"
1
ZHANG, YAN, i WIM RAVESTEIJN. "SUSTAINABLE PORT DEVELOPMENT BASED ON THE BLUE ECONOMY FRAMEWORK IN CHINA: THE EXAMPLE OF QINGDAO PORT". W MARITIME TRANSPORT 2019. Southampton UK: WIT Press, 2019. http://dx.doi.org/10.2495/mt190121.
Pełny tekst źródła
2
Yue, Wang, Zhan Lechang, Ma Wenjuan, Zhang Yongxin i Ma Li. "Research on Approval of Domestic and International Transport Container Application of Radioactive Material". W 2017 25th International Conference on Nuclear Engineering. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/icone25-66279.
Pełny tekst źródłaStreszczenie:
Due to the potentially dangerous properties of radioactive material, it is during the transport that the process of nuclear energy and technology uses are prone to nuclear and radiation accidents. Radioactive material hence must be transported with reasonable containers to achieve heat dissipation, confinement of radioactive material, radiation shielding and prevention of nuclear criticality. The key to transport safety lies in the designing and manufacturing quality of the transport containers. Therefore, the safety supervision for transport containers of radioactive material is a guarantee for the environment and the public from nuclear and radiation hazards, also is international general practice. As the most authoritative international organization, International Atomic Energy Agenda (IAEA) draws up and regularly revises safety regulation ‘Regulation for the Safe Transport of Radioactive Material’, which proposes technical indicators for transport containers of radioactive material and responsibility of competent authorities. According to the transport modes, other international organizations, such as International Maritime Organization, International Civil Aviation Organization, International Air Transport Association, United Nations Economic Commission for Europe, enacted related transport safety regulations based on actual needs. This paper introduces the administrative licensing approval process for the transport containers of radioactive material in China and the research on competent authority and approval procedure in American, Russia, France, Canada, Germany and Great Britain. In China, National Nuclear Safe Administration (NNSA) is responsible for the licensing approval for the transport containers of radioactive material, including designing, manufacturing, using and transporting of transport containers. NNSA also organizes and formulates relevant administrative regulations and approval procedures, and has issued administrative regulation ‘Regulation on the Safe Management for the Transport of Radioactive Material’ and a series of administrative rules, management procedures, guide, technical documents and so on. These regulations established the sort management of radioactive materials and the responsibility for competent authority, and also stipulated approval and supervision for transport and transport containers of radioactive materials. While some other countries, such as America, certifies the transport containers of radioactive material to achieve the control. The domestic and overseas research into administrative licensing approval processes for transport containers is in view of the increasing transport of radioactive material among countries and the requirement of international transport. Transport containers with material of high potential risk, such as spent fuel, need to obtain the transport approval from the competent authority of transit or arrival country. Therefore, the research on domestic and other countries licensing management of transport containers of radioactive material, which is not only beneficial to improving the transport safety management of radioactive material in China, but also can promote international transport campaigns of radioactive material..
3
Wang, Ziyan, Yitong Ma i Xianliang Shi. "Study on the Domestic Freight Sharing Rate of China Railway Express Considering the Impact of Maritime Transport". W 2019 IEEE International Conference on Systems, Man and Cybernetics (SMC). IEEE, 2019. http://dx.doi.org/10.1109/smc.2019.8913938.
Pełny tekst źródła