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当前,海运界特别是定期船领域正在进行着名为“Global Alliance”（可译为“世界规模的战略合作”）的国际性企业合作。商船三井、APL、滓华、OOCL和MISC 5家集团以及日本邮船、哈帕格·劳埃德、NOL、P＆OCL4家集团等等比比皆是。海运业界出现这种合作的背景何在? 在今天的国际定期航线上,集装箱运输是主流。集装箱化使海陆多式联运成为可能,并大大提高了装卸效率。另一方面,先进的海运企业也因之丧失了开展服务均一化的优越性。其结果,只要是有一定资本谁都可以参加这一行列。于是,主干航线的竞争开始激化。特别是1984年美国新海运法禁止双重运价制、引用服务合同（S/C）、允许独立行动（I/A）制度,使同盟的功能特别是决定运价的功能实质上瓦解,从而更加促进了竞争的白热化,这一点可以从1984年当时太平洋航线大约40家船公司于10年后只剩一半这一事实得到证明。在这种激烈竞争中,一些船公司开始整治内陆运输体制、建立信息系统等等,以期造成与其它船公司的差别化。另一方面,加速船舶的大型化、开展舱位互租,或者结成联营公司等等,继续致力于合理化。可是,远洋定期航线上,以美元计算的海上运价,与10年前比较,其水平尚未恢复,例如,日本/北美
At present, the international business cooperation known as “Global Alliance” (which can be translated as “world-scale strategic cooperation”) is under way in the maritime circles, especially in the area of periodicals. MOL Mitsui, APL, Essence, OOCL and MISC 5 groups as well as Nippon Yusen, Hapag-Lloyd, NOL, P & OCL4 groups abound. What is the background for such cooperation in the maritime industry? Container transport is the mainstream in today’s international scheduled service. Containerization makes land-sea multimodal transport possible and greatly improves handling efficiency. On the other hand, the advanced maritime enterprises have also lost the superiority of carrying out the service uniformization. As a result, as long as there is a certain capital, anyone can participate in this field. As a result, the main routes competition intensified. In particular, the United States new maritime law of 1984 banned double tariffs, quoted the service contract (S / C), allowing independent action (I / A) system, so that the alliance’s functions, especially the function of determining tariffs substantially disintegrated, and thus more This has fostered competition, as evidenced by the fact that at that time some 40 shipping companies on the Pacific route were only halfway over 10 years from 1984 onwards. In this fierce competition, some shipping companies started to reorganize the inland transportation system, set up information systems and so on with the aim of differentiating them from other shipping companies. On the other hand, we will continue to speed up the enlargement of vessels, carry out rent-sharing of accommodation spaces, form joint ventures and so on, and continue to work for rationalization. However, on ocean-going scheduled routes, the sea freight rates in U.S. dollars have not recovered as compared with 10 years ago. For example, Japan / North America