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　　There are already signs that Chinese officials are rethinking their “get tough” policy towards manufacturers of cheap goods. On August 1st the finance ministry increased export-tax rebates on a range of clothing products from 11% to 13%, and on bamboo products from 5% to 11%, in an apparent effort to help exporters of cheap goods. The closure of thousands of small factories is clearly worrying officials.
　　有跡象表明中國政府正在重新考慮其面向低端產(chǎn)品生產(chǎn)企業(yè)的”從嚴(yán)”政策。從八月一日起財(cái)政部增加了出口退稅，一系列的服裝產(chǎn)品從11%提高到13%, 竹制品從5%提高到11%，很明顯這是來支持低端產(chǎn)品的出口企業(yè)。

　　As for shipping costs, many companies in China export on a “free on board” basis. So theoretically it is the buyers on the other side of the ocean who must absorb the higher fuel surcharges on freight. Of course, they are forcing sellers to share some of the cost. But large bulk purchasers, such as Home Depot or Wal-Mart, are also squeezing the shipping companies to keep the overall bill down.
　　對于船運(yùn)成本，因?yàn)橹袊脑S多出口企業(yè)是基于FOB的出口報(bào)價(jià)方式，所以理論上來講是大洋彼岸的買家必須來消化較高的燃油附加費(fèi)。當(dāng)然了，他們也迫使賣方分擔(dān)一些成本。但是一些大買家像美國家用品公司Home Depot 或者沃爾瑪也在壓榨船運(yùn)公司來降低其總體成本。

　　On balance, higher shipping costs are “not as big a factor” as the rising yuan or cost of raw materials, says an executive in the Shanghai office of an American building-materials company which exports Chinese-made goods to America, India and Australia. For a typical pair of Chinese-made shoes sold in America, shipping accounts for only 3-4% of the price.
　　總而言之，較高的運(yùn)費(fèi)成本比起升值的人民幣或者原材料成本的提高來說，并不算是個(gè)大的因素。一家出口中國制造的建筑材料到美國、印度和澳大利亞的美國公司的上海辦事處的一位主管如是說。拿一雙典型的在美國市場上銷售的中國造的鞋子來說，海運(yùn)成本僅占其銷售價(jià)格的3%至4%。

　　Besides, companies will not find it easy to move their manufacturing out of China. Norman Cheng, co-founder of Strategic Sports, one of the world’s largest motorcycle and bicycle helmet-makers, with two factories in Guangdong, says if he shifted production out of China, he would have to set up factories in his two biggest markets, North America and Europe. Shipping costs would fall, but labour costs would rise and there would be fewer economies of scale.
　　除此之外，企業(yè)發(fā)現(xiàn)將其在中國的生產(chǎn)轉(zhuǎn)移出去很困難。例如，世界上最大的摩托車和自行車頭盔生產(chǎn)商之一Strategic Sports的共同創(chuàng)辦人Norman Cheng說，如果他把其生產(chǎn)搬出中國，他就得在他公司的兩個(gè)最大的市場北美和歐洲分別建設(shè)工廠，這樣的話運(yùn)費(fèi)是下來了，但勞動(dòng)力成本將會(huì)上升，并且因?yàn)榉衷O(shè)兩個(gè)廠而得不到規(guī)模經(jīng)濟(jì)所帶來的成本縮減。

　　So China’s manufactured-export industry does not seem to be in imminent danger. Few companies will take the decision to leave China lightly, especially when no one knows if the price of oil will hit $200 or fall back to $100 in the coming months. A senior manager at a large Chinese electronics company, with four factories abroad, says higher shipping costs instead “give us urgency and an incentive to become significantly more efficient and competitive”.Foreign and local firms can also divert production to China’s fast-growing domestic market. There is no doubt that oil at $200 would have dire consequences, both for Chinese exporters and for other firms. But given the impact on the world economy, higher shipping costs might be the least of their worries
　　如此說來中國的制造出口業(yè)似乎并沒有瀕臨危險(xiǎn)。不會(huì)有很多企業(yè)會(huì)決定輕易離開中國，尤其是目前大家都不知道石油價(jià)格在未來幾個(gè)月內(nèi)是將上升至200美元每桶還是回落到100美元每桶。 一家擁有四家海外工廠的中國大型電子生產(chǎn)企業(yè)的一位高級(jí)經(jīng)理說，”較高的船運(yùn)成本促使我們更加注重效率和提高產(chǎn)品競爭力”。. 國外的和當(dāng)?shù)氐膹S家也可能將其生產(chǎn)轉(zhuǎn)移至中國快速增長的國內(nèi)市場。無疑200美元的石油價(jià)格將會(huì)對中國的出口企業(yè)和其他的企業(yè)產(chǎn)生可怕的影響。但是考慮到對世界經(jīng)濟(jì)的影響，較高的船運(yùn)成本可能是最少值得擔(dān)心的。