WTO争端解决机制与中国反倾销问题研究
——以欧盟与印度棉制亚麻床单反倾销争端案为借鉴
梁 咏
【内容提要】
我国已成为WTO的正式成员，尽管我国是以发展中国家的身份加入WTO的，但却因处于经济机制转轨时期而须履行诸多特别义务，其中如何应对我国入世后可能出现的数量众多的反倾销诉讼就成为了最突出的问题之一。本文将在对WTO相关文本进行分析的基础上，兼采案例分析的方法，对我国运用WTO争端解决机制应对反倾销诉讼提出一点展望。
【关键词】发展中国家 争端解决机制 反倾销 WTO
一、 WTO争端解决机制概述
争端解决机制（Dispute Settlement Mechanism）是整个WTO体系的核心，由GATT第22条、第23条规定的贸易争端解决机制，经过近半个世纪所积累的经验和所形成的习惯规则，逐步形成了一套颇具国际经济法特色的国际司法机制，被认为是“WTO最独特的贡献”。1
尽管在过去的半个多世纪里，GATT/WTO争端解决机制为整个多边贸易体制的良好运作提供了有力的保障，但如何使发展中国家有效地参与和利用该机制，却一直是影响其作用充分发挥的最为突出的问题。2 发展中国家积极参与争端解决是这个机制真正成功和将发展中国家更好地融入多边贸易体制的根本所在。3因此给予发展中国家特殊和差别待遇是WTO多边贸易体制的一项基本原则，在WTO争端解决机制方面也有相应规定和具体安排。
不可否认，WTO确实（至少在文本上）给予了发展中国家不少特殊和差别待遇(special and differential treatment)，如《关于争端解决规则与程序的谅解》（以下简称DSU）第3.12条（关于依据关贸总协定缔约方全体1966年4月5日决定的例外程序）、第4.10条（关于协商）、第8.10条（关于专家小组的组成）、第12.10条（关于协商时间的延长）、第12.11条（关于专家小组的报告）、第21.2，21.7，21.8条（关于执行）、第24条（关于最不发达国家成员的特殊程序）、第27.2条（关于秘书处的职责）。当时经强化的新的WTO的争端解决机制，被认为“将是使发展中国家免于遭受发达国家双边压力的强有力工具”4。
二、我国在运用该机制进行反倾销诉讼可能遇到的障碍
（一）我国反倾销诉讼的现状
从1979年欧盟对我国的糖精钠提起反倾销指控以来，截至2001年3月底，已有29个国家和地区对我国出口产品发起反倾销调查422起，涉及4,000多种商品，位居全球之首，至少影响到100多亿美元的出口额。5在2000年，国外对中国大宗出口产品提起的反倾销案件达38起。6
加入WTO后，我国出口产品遭受反倾销围攻的两个关键问题依然存在，一是对我国提出反倾销指控的国家有不断增长的趋势；二是外国对反倾销的歧视性政策近期不会有太大的变动，如在判定是否存在倾销时，仍可采用替代国方式，这可能会使外国对我国提起的反倾销诉讼更容易成立。
（二）我国在运用WTO争端解决机制进行反倾销诉讼中可能遇到的障碍
我国是以发展中国家的身份加入WTO的，自然享受上述一系列对发展中国家的特殊和差别待遇。但是所有文本上的这些规定都不意味着我国可以“依赖”发展中国家成员的地位坐享机制给予的“恩赐”。综观各国实践，不难发现，发展中国家真的要运用WTO争端解决机制来保护自己的权益还不可避免地会遇到一系列问题：
1、 冗长的期限
附：WTO争端解决时间表
磋商 60日
建立专家小组并任命各成员 45日
最终报告提交各方 6月
最终报告提交WTO各成员 3周
争端解决机构（如无上诉） 60日
总计（如无上诉） 1年
上诉机构报告 60-90日
争端解决机制通过上诉机构报告 30日
总计（如上诉） 1年零3个月
资料来源：WTO: "Trading into the Future"(2nd edition revised, April 1999), p39.
国际市场上风云变幻，瞬息万变，如此冗长的争端解决程序结束，即便最终得到了“公正”的结果，可能本来的国际份额早已被他国占据，“迟到的公正就是不公正”。
2、 有限的补偿
DSU第3.7条明确规定“提供补偿的办法只能在立即撤销措施不可行时方可采取，且应作用在撤销与适用协定不一致的措施前采取的临时措施”，GATT主要是为了保护进口和国内产品之间的竞争关系，一般不可能追溯性地再创设“已失去的竞争机会”，再者，一般也无法计算出并赔偿“已失去的贸易额”。7这一点对发展中国家的影响也尤为明显，因为这些国家没有足够的经济实力来化解被投诉的违法措施在其“合法”存在期间所带来的负面效应。
3、 报复方面的弱点
如果被投诉国家没有撤销经DSB认定为“不可接受”（inadmissible）的措施，
受影响的国家可以采取与其所遭受损失相当的报复措施，即中止在WTO协定框架内给予被投诉国的减让或其他承诺。但历史表明，报复只有在经济实力相当的国家之间才是有效的，因为它首先是自残行为，它首先对报复国造成损害，这在国际贸易关系中尤其如此。
4、 庞大的开支和操作技术上的问题
WTO争端解决机制涉及很多极为复杂和高度技术化的事项，而发展中国家很难在本国找到能够胜任有关案件的法律专家。这种财政和人力资源的制约，足以对这些国家利用该机制构成严重的“软制约”。这些问题造成了发达国家和发展中国家在从WTO寻求救济时面临着“选择方面的明显不对称”(a clear asymmetry in the choices)。
根据上述分析，笔者觉得如要扭转我国在反倾销诉讼中的不利局面，必须学会熟练灵活地运用WTO争端解决机制。而现今能够做到的就是立足于分析WTO争端解决机制中已有的成案，通过案例分析熟悉整个流程，因此对WTO争端解决机制中的成案研究对我国有极其重要的借鉴作用。
三、案例分析——欧盟与印度棉制亚麻床单反倾销争端案 8
截至1999年12月31日，WTO争端解决机制处理涉及的123种产品中，比率最高的就是农产品、纺织品和服装，其中涉及纺织品和服装共12种，占9.6%9。印度和我国同属发展中大国，纺织品又都是两国的大宗出口产品，而印度曾参与过5起WTO争端解决机制下的纠纷处理，积累了一定的经验。所以笔者觉得参考“印度床单案”的做法对我国有较大的参考价值。
本案中，笔者觉得对我国有借鉴意义的内容主要集中于以下两点：
1、 印度认为与1994年《反倾销协议》（以下简称《协议》）规定的方法相比，欧共体的方法总数导致更高倾销幅度，“归零法”与反倾销协议第2.4.2款不符。
2、 印度曾反复向欧共体强调：作为发展中国家，床单出口和纺织业对印度国内经济尤为重要，欧共体却没有按照《反倾销协议》第15条对发展中国家的优惠规定“仔细研究使用本协议规定的建设性救济措施的可能性”(Possibilities of constructive remedies provided for by this Agreement shall be explored)就征收反倾销税。
虽然WTO专家组裁定欧盟一贯采用的反倾销计算方法中存在不合理之处并需要进行修改。但同时专家组认为《协议》第15条虽然没有要求发达国家成员国调查当局一定接受发展中国家提出的价格承诺，但欧共体在明确得知印度有价格承诺愿望时的纯粹消极状态(pure passivity)违反《协议》第15条的规定。笔者认为从专家组的报告看专家组认定更倾向于针对倾销带来的损害，而不是强调发展中国家的地位，而不是像以往国内学者所认为的“该条较好反映了发展中国家利益”。10“我国是一个发展中国家，在复关后将享受《协议》给予发展中国家的优惠待遇......第15条规定”。11
在对上案的分析中，更进一步有力地证明了我国如果想过度依赖发展中国家的地位，乞盼从WTO已有的对发展中国家的特殊“照顾”中获得特殊利益的期望是不太现实的。我们应该做的就是通过正确认识WTO争端解决机制的“游戏规则”，积极并善于运用该机制，公平合理地解决入世后我国在国际贸易倾销领域内的纠纷，摆脱我国以往一贯在反倾销领域内的被动局面，将我国加入WTO的利益最大化，这才是解决我国入世后带来的压力的正确方法。
国务院办公厅转发国务院口岸领导小组关于加强疏港工作的几项规定的通知(附英文)(已失效)
国务院
国务院办公厅转发国务院口岸领导小组关于加强疏港工作的几项规定的通知(附英文)
1984年12月19日，国务院
通知
国务院口岸领导小组制订的《关于加强疏港工作的几项规定》已经国务院批准，现转发给你们，请贯彻执行。
国务院口岸领导小组关于加强疏港工作的几项规定
随着经济体制改革全面深入进行和对外开放政策的进一步贯彻，我国的内、外贸易将更加发展，而港口的综合通过能力近期内还不能得到根本的改善，预计今后相当长的时间，运量与运输能力的矛盾仍很突出。为了保持港口畅通，加速车、船、库场的周转和货物流通，提高社会经济效益，必须加强疏运工作。为此，特作如下规定：
一、坚持计划运输。外贸进出口货物运输计划实行“两级平衡、集中管理”的办法。对于综合平衡后下达的运输计划，各部门都要严格执行。
1、各外贸专业公司、工贸公司要均衡交货。各有关船舶运输公司要均衡派船和到船，避免船舶集中到港。
2、港口对到港外贸船舶的装卸，应严格执行先计划内、后计划外，原则上按照到港先后的顺序安排装卸作业。
3、铁路、公路、水运各运输部门要积极集疏。铁路部门对疏港物资要按交通部、铁道部、经贸部月度平衡计划，优先配车，优先装运；除发生自然灾害和重大事故造成运输中断以及铁路严重堵塞外，在压港期间，原则上不得停装和限装经由限制口的压港物资。
4、物资部门（或代理单位）要按运输部门规定的时间提供流向和落实接储措施。要按货车在站停留时间组织接车、卸车，不得以车代库。有关部门要及时将交货、到船情况通报物资部门。
5、凡未按交通部、铁道部、经贸部月度平衡会议要求报送计划的无计划到船，由当地人民政府对责任单位处以每吨一元的罚款，并按有关规定申报接卸。对已按要求报送计划，因港口、铁路能力不足，未能列入计划的到船，不予罚款。但对集中到港的大宗物资，如超过年度计划月均水平15％的，对责任单位处以每吨五角的罚款。罚款收入由当地人民政府拿出50％－70％用于奖励疏港有成绩的口岸有关单位（包括口岸检查、检验部门）和个人，由省（区、市）口岸办公室具体组织实施。
6、对不属合理流向的到港铁路中转物资，在限额以内的（杂货不超过五百吨，大宗物资不超过一千吨），铁路部门应视为合理流向予以承运。超过限额的，应挂港靠卸。
7、国务院口岸领导小组办公室和省（区、市）口岸办公室会同有关主管部门，对组织货单、订货、交货、派船、港口装卸和后方疏运等环节进行督促检查，并协调、仲裁计划运输中的重大矛盾。
二、为了保持港口枢纽的正常生产秩序，调动各方的积极性，加快车、船、货的周转，根据当前经济体制改革的精神，口岸各有关单位应签订双边或多边的经济协议，明确责任，奖罚分明。协议的内容可以包括船舶速遣滞期、铁路装车数、货车在港停留时间、超计划卸船、装车的奖励等经济制约条款，由当地口岸办公室组织落实。
三、近距离物资，除大宗散货和有铁路专用线的外，原则上用汽车疏运。公路运输企业要千方百计改善经营、降低成本和运价，采取优质服务、薄利多运的原则。各港口的汽车疏运距离由当地省（区、市）人民政府根据本地不同情况作出规定。在规定距离内，除特殊情况下，铁路不予装车。
四、有水路疏运条件的港口，要充分利用水上过驳和船舶疏运。由各省、自治区、直辖市自行接运的物资，在本省运力不能及时保证疏运时，由当地口岸办公室会同有关部门调剂运力，抵达港要按计划内到船安排接卸。
五、在港口压船或其他特殊情况下，经交通部、铁道部、经贸部及有关物资单位的主管部门研究确认的或国务院口岸领导小组办公室决定的改变到港外贸船舶，抵达港的港口和运输部门要按计划内到船对待，货主要积极配合，及时调整货物流向和落实接储措施。所增加的船舶费用由船方负担，增加的国内运费由货主负担。如已订有协议的，按协议办理。
六、凡进口适于装集装箱的一级危险品货物，除零星数量外，原则上采用集装箱运输。烈性危险货物原则上直接换装，货不落地，因特殊情况需进港口库场的，货主必须在限期内提离。
七、凡暂未按本规定第二条签订经济协议的，有关部门应按下列办法处理：
1、凡已卸到港口库场的进口物资，由于货主或代理人未能提供合理流向和落实接储措施等，导致港存期超过十天（四天合理保存期除外，下同）的，从超过日开始，对货主或代理人按规定费率加收堆存保管费50％，超过二十天的，加收100％。由于港口的责任，造成货主未能按期提到货物，港口免收误期的货物保管费，并向货主支付提货空放的车、船费用。凡属月度平衡计划内的物资由于铁路部门的责任，造成货主不能如期提货，所误期的货物保管费由铁路部门负担。对由于人力不可抗拒的原因或其他特殊原因造成货物不能及时提离，免收超期累进堆存保管费用。对责任问题发生分歧时，由当地口岸办公室协调仲裁。
2、在压港期间，货物卸进港口库场超过十四天，经催提仍未提离时，当地口岸办公室可确定进行转栈或转离港区，所发生的一切费用，由货主负担。转栈点的选择应有利于疏运，转栈货物需装火车外运时，铁路部门要按疏港物资对待。
3、进口货物卸货后，堆存期超过两个月，经催提仍未提离的，作为无法交付货物。已报关的由当地人民政府责成港口有关部门没收处理，未报关的由海关没收处理。处理货款按有关规定上交国库。货物处理后，如经查实确因工作失误，应由责任方赔偿货主经济损失。
4、遇有港口严重堵塞的情况，为了紧急疏通，由当地口岸办公室提出建议，经国务院口岸领导小组批准，也可对不超过两个月的在港物资作必要的处理。
八、港口所在地省、自治区、直辖市人民政府应根据本规定，结合本地具体情况，制定疏港工作实施细则，报国务院口岸领导小组备案，并由当地口岸办公室组织执行。
九、本规定自一九八五年二月一日起试行。过去有关规定与本规定有抵触的，以本规定为准。
CIRCULAR OF THE GENERAL OFFICE OF THE STATE COUNCIL CONCERNING THEAPPROVAL AND TRANSMISSION OF SEVERAL PROVISIONS BY THE LEADING GROUP FORPORT AFFAIRS ON STRENGTHENING THE WORK OF UNCLOGGING HARBOURS
Important Notice: (注意事项)
英文本源自中华人民共和国务院法制局编译, 中国法制出版社出版的《中华人民
共和国涉外法规汇编》(1991年7月版).
当发生歧意时, 应以法律法规颁布单位发布的中文原文为准.
This English document is coming from the "LAWS AND REGULATIONS OF THE
PEOPLE'S REPUBLIC OF CHINA GOVERNING FOREIGN-RELATED MATTERS" (1991.7)
which is compiled by the Brueau of Legislative Affairs of the State
Council of the People's Republic of China, and is published by the China
Legal System Publishing House.
In case of discrepancy, the original version in Chinese shall prevail.
Whole Document (法规全文)
CIRCULAR OF THE GENERAL OFFICE OF THE STATE COUNCIL CONCERNING THE
APPROVAL AND TRANSMISSION OF SEVERAL PROVISIONS BY THE LEADING GROUP FOR
PORT AFFAIRS ON STRENGTHENING THE WORK OF UNCLOGGING HARBOURS
(December 19, 1984)
Several Provisions on Strengthening the Work of Unclogging Harbours
formulated by the Leading Group for Port Affairs under the State Council
has been approved by the State Council. It is hereby transmitted to you
for implementation.
SEVERAL PROVISIONS ON STRENGTHENING THE WORK OF UNCLOGGING HARBOURS
With the all-round deepening of the reform of the economic structure and
the further implementation of the opening policy, there will be further
growth in our domestic and foreign trade. However, it is not possible to
improve the comprehensive capacity of passage of our harbours
fundamentally in the near future. Sharp contradiction between freight
volume and transport capacity will remain for a fairly long time in the
foreseeable future. In order to keep the harbours unblocked, raise the
rate of utilization of vehicle, vessels and warehouses, speed up the flow
of goods, and improve social and economic results, it is necessary to
strengthen the work of unclogging harbours. For this purpose, provisions
are formulated as follows:
1. The policy of planned transport must be persisted in. The method of
"two-level balance and centralized administration" shall be adopted in
formulating transport plans for import and export of foreign trade goods.
The transport plans, which are issued after going through the procedure of
comprehensive balance, must be strictly implemented by all the
departments.
(1) All the foreign trade companies and industrial trade corporations
shall deliver goods in a balanced way. All the shipping companies shall
dispatch their ships in a balanced way so as to prevent the ships from
crowding into the harbours.
(2) In arranging loading and unloading foreign trade vessels, the harbours
shall strictly observe the principle of planned ones first and those
outside the plans next, and basically according to the order of their
arrival to the harbours.
(3) The railway, highway and water transport departments shall take an
active part in the work of unclogging harbours. Railway departments shall,
in dispatching wagons, loading and transporting goods, give priority to
the materials from the clogged harbours, according to the monthly balance
plan made jointly by the Ministry of Communications, the Ministry of
Railways and the Ministry of Foreign Economic Relations and Trade. Except
when transport is suspended as a result of natural disasters and major
accidents and when railways are seriously blocked, the loading and
transport of the materials from the clogged harbours may not, in
principle, be stopped or restricted.
(4) Departments in charge of materials and goods (or their agent units)
shall provide direction of transportation for the arrived materials and
take practical measures for receiving and storing the materials according
to the time set by transport departments. They shall unload the materials
and goods from the wagons during their stay at the stations and must not
use the wagons as storehouses. The relevant departments shall notify
departments in charge of materials and goods, timely, of the delivery and
arrival of vessels.
(5) If vessels arrive at harbours without having obtained the approval of
the monthly balance meeting held jointly by the Ministry of
Communications, the Ministry of Railways and the Ministry of Foreign
Economic Relations and Trade, local people's governments shall impose a
fine of one yuan for every ton of goods on the responsible units and the
unloading of such vessels shall be arranged according to relevant
stipulations. Fines shall not be imposed on the vessels which have sent
the plans as demanded but have not been included in the plans due to
inadequacy of capacity of the harbours and railways. However, for large
amounts of materials which have crowded into harbours, if the amount is
15% more than the monthly average of the yearly plan, a fine of 0.5 yuan
for every ton of goods shall be imposed on the responsible units. Local
people's governments shall use 50% to 70% of the income derived from fines
in awarding the relevant units (including departments for harbour
inspection and examination) and individuals at the harbour that have made
achievements in unclogging the harbours. This shall be organized and
implemented by the offices in charge of port affairs in the provinces
(regions and municipalities).
(6) For those materials which have arrived at harbours to be transferred
through railways to certain places and which do not belong to reasonable
flow, if the amount is within the limit (less than 500 ton for sundry
goods, less than 1,000 ton for a large bulk of materials), railway
departments shall undertake their transport as reasonable flow. If the
amount exceeds the limit, the materials shall be unloaded at the harbours.
(7) Leading Group for Port Affairs of the State Council and the offices in
charge of port affairs in the provinces (regions and municipalities)
shall, together with the relevant competent departments, conduct
supervision and examination over such links of transportation as
organizing sources of goods, ordering goods, delivery of goods, dispatch
of vessels, loading and unloading at harbours and dispersion in transport,
and shall handle and arbitrate major problems which arise in planned
transport.
2. In order to maintain normal production order at harbours, bring into
full play the initiative of all the parties and raise the rate of
turn-rounds of vehicle, vessels and goods, the relevant units at the ports
shall, in the spirit of the current reform of the economic structure, sign
bilateral or multilateral economic agreements, define each party's
responsibilities and clearly observe the policy of awards and penalties.
The content of the agreements may include provisions concerning period of
detention for vessels, number of railway wagons to be loaded, the time
freight trains may be allowed to stay at harbours, awards to those who go
beyond the plans in unloading goods from vessels and loading wagons and
trucks, etc. - which, as economic restrictive clauses for the parties,
shall be implemented under the aegis of the local offices for port
affairs.
3. Except bulk cargo and those which can be transported through special
railway lines, the materials destined for places not far from harbours
shall in principle be transported by trucks. Highway transportation
enterprises shall try every means to improve business management, lower
the cost and freight rates, and apply the business policies of good
service, and small profits but quick turnover. The distance limit within
which the materials and goods from harbours must be transported by trucks
shall be set by local people's government of the province (region or
municipality) in accordance with the local conditions.
Except for special circumstances, the materials and goods for places
within the prescribed distance limit shall not be transported through
railways.
4. The harbours from which materials and goods can be transported by water
shall make full use of vessels. In case the provinces, autonomous regions
and municipalities directly under the Central Government are unable to
transport timely their materials and goods from clogged harbours, local
offices for port affairs and the relevant departments shall organize
transport for them, and the harbours of arrival shall treat such vessels
as those within the plan and arrange unloading for them.
5. In case a harbour is clogged or in other special circumstances, the
Ministry of Communications, the Ministry of Railways and the Ministry of
Foreign Economic Relations and Trade as well as the competent departments
of the relevant units in charge of materials and goods, or the Leading
Group for Port Affairs of the State Council, may decide to change the
harbour of arrival for foreign trade vessels. The ports of arrival for
those vessels and departments for transportation shall treat them equally
as those within their plans and, with the close cooperation of the owners
of the cargo, adjust the direction of transportation for the cargo and
take measures for receiving and storing the cargo. The extra shipping
expenses shall be borne by the shipping companies and the extra domestic
freight, by the owners. If agreements have been signed, the agreements
shall apply.
6. Except for small quantities, imported grade-1 dangerous goods shall be,
in principle, transported in containers. Highly dangerous goods shall be,
in principle, transloaded directly without touching the ground. If it is
necessary to move them onto storage ground in extraordinary circumstances,
the owners must take delivery of the goods and leave the ground within a
time limit.
7. If economic agreements have not yet been signed in accordance with
Article 2 of these Provisions, the relevant departments shall handle the
cases according to the following measures:
(1) In case the imported materials which have been unloaded onto harbour
storage grounds remain at the harbour for more than 10 days (the 4 days of
reasonable storage period is not included, the same below) because the
owners or their agents fail to provide reasonable directions of
transportation and adopt practicable measures for receiving and storing
the goods, an additional storage fee, which is 50% of the set rate, shall
be collected from the owners or their agents starting from the first day
that is overdue; an additional storage fee, which is 100% of the set rate,
shall be collected if the materials are overdue for more than 20 days. If
the owners cannot take delivery of their goods in time because of the
harbour's responsibility, the harbour authority shall exempt them from
additional storage fees and pay the owners the expenses for hiring the
vehicle and vessels which have come in vain for the goods. If the owners
cannot take delivery of the goods which are within the monthly balance
plans because of the railway department's responsibility, the railway
department shall bear the additional storage fees. If goods cannot be
taken delivery of in time due to force majeure or other special reasons,
additional storage fees shall be exempted. Local offices for port affairs
shall mediate and arbitrate any disputes over issues of responsibilities.
(2) In case any unloaded and stored goods remain on the storage grounds of
a clogged harbour for more than 14 days, and the owners has already been
urged to take delivery of the goods, the local office for port affairs may
decide to move the goods to a warehouse or move them outside the harbour
area. The owner shall bear all the expenses arising therefrom. The choice
of the warehouses shall facilitate transportation of goods from the
clogged harbour. When the owners apply for train wagons for the
transportation of the goods in the warehouses, railway departments shall
treat their goods as materials from clogged harbours.
(3) In case imported goods remain at a harbour for more than two months
and the owner has not taken delivery of the goods although he has been
urged to do so, they shall be treated as goods which cannot be delivered.
Those goods which have gone through Customs declaration shall be
confiscated by the relevant department at the harbour according to the
instructions of the local people's government. Those goods which have not
gone through Customs declaration shall be confiscated by the Customs. The
income from the sale of the confiscated goods shall be turned over to the
State treasury according to the relevant stipulations. If it is proved
that the goods have been wrongly confiscated and sold, the party
responsible for the error shall pay for the economic loss of the owner.
(4) When a harbour is seriously blocked, in order to unclog it as soon as
possible, upon the suggestion of the local office for port affairs and the
approval of the Leading Group for Port Affairs of the State Council, some
materials which have remained at the harbour for less than two months may
also be subjected to necessary treatment.
8. The provinces, autonomous regions and municipalities directly under the
Central Government, where there are harbours, shall, in accordance with
these Provisions, formulate rules for implementing the work of unclogging
harbours in the light of their respective conditions and report to the
Leading Group for Port Affairs of the State Council for the record. Local
offices for port affairs shall be responsible for the implementation of
the rules.
9. These Provisions shall be trial implemented as of February 1, 1985. If
any existing provisions in this regard conflict with these Provisions,
these Provisions shall prevail.
