Module 2: the Evolution of Ports in a Competitive World
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Hongkong a Study in Economic Freedom
HongKOng A Study In Economic Freedom Alvin Rabushka Hoover Institution on War, Revolution and Peace Stanford University The 1976-77 William H. Abbott Lectures in International Business and Economics The University of Chicago • Graduate School of Business © 1979 by The University of Chicago All rights reserved. ISBN 0-918584-02-7 Contents Preface and Acknowledgements vn I. The Evolution of a Free Society 1 The Market Economy 2 The Colony and Its People 10 Resources 12 An Economic History: 1841-Present 16 The Political Geography of Hong Kong 20 The Mother Country 21 The Chinese Connection 24 The Local People 26 The Open Economy 28 Summary 29 II. Politics and Economic Freedom 31 The Beginnings of Economic Freedom 32 Colonial Regulation 34 Constitutional and Administrative Framework 36 Bureaucratic Administration 39 The Secretariat 39 The Finance Branch 40 The Financial Secretary 42 Economic and Budgetary Policy 43 v Economic Policy 44 Capital Movements 44 Subsidies 45 Government Economic Services 46 Budgetary Policy 51 Government Reserves 54 Taxation 55 Monetary System 5 6 Role of Public Policy 61 Summary 64 III. Doing Business in Hong Kong 67 Location 68 General Business Requirements 68 Taxation 70 Employment and Labor Unions 74 Manufacturing 77 Banking and Finance 80 Some Personal Observations 82 IV. Is Hong Kong Unique? Its Future and Some General Observations about Economic Freedom 87 The Future of Hong Kong 88 Some Preliminary Observations on Free-Trade Economies 101 Historical Instances of Economic Freedom 102 Delos 103 Fairs and Fair Towns: Antwerp 108 Livorno 114 The Early British Mediterranean Empire: Gibraltar, Malta, and the Ionian Islands 116 A Preliminary Thesis of Economic Freedom 121 Notes 123 Vt Preface and Acknowledgments Shortly after the August 1976 meeting of the Mont Pelerin Society, held in St. -
Long-Term Evolution of the Chinese Port System (221BC-2010AD) Chengjin Wang, César Ducruet
Regional resilience and spatial cycles: Long-term evolution of the Chinese port system (221BC-2010AD) Chengjin Wang, César Ducruet To cite this version: Chengjin Wang, César Ducruet. Regional resilience and spatial cycles: Long-term evolution of the Chinese port system (221BC-2010AD). Tijdschrift voor economische en sociale geografie, Wiley, 2013, 104 (5), pp.521-538. 10.1111/tesg.12033. halshs-00831906 HAL Id: halshs-00831906 https://halshs.archives-ouvertes.fr/halshs-00831906 Submitted on 28 Sep 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Regional resilience and spatial cycles: long-term evolution of the Chinese port system (221 BC - 2010 AD) Chengjin WANG Key Laboratory of Regional Sustainable Development Modeling Institute of Geographical Sciences and Natural Resources Research (IGSNRR) Chinese Academy of Sciences (CAS) Beijing 100101, China [email protected] César DUCRUET1 French National Centre for Scientific Research (CNRS) UMR 8504 Géographie-cités F-75006 Paris, France [email protected] Pre-final version of the paper published in Tijdschrift voor Economische en Sociale Geografie, Vol. 104, No. 5, pp. 521-538. Abstract Spatial models of port system evolution often depict linearly the emergence of hierarchy through successive concentration phases of originally scattered ports. -
Guide to Shipping Register and Shipping Tax Regime in Hong Kong Contents
Guide to Shipping Register and Shipping Tax Regime in Hong Kong Contents The Hong Kong Shipping Register 1 Taxation of Shipping Profits in Hong Kong 8 Schedule 12 The Hong Kong Shipping Register Until 3 December 1990, the United Kingdom Merchant Shipping Acts (the “Acts”) (except for the Merchant Shipping Act 1988) applied to registration of ships and to mortgages of ships in Hong Kong. A ship registered at the Port of Hong Kong was, therefore, a British ship. Hong Kong reverted to Chinese sovereignty on 1 July 1997 and became a Special Administrative Region of the People’s Republic of China. Section VIII of Annex I to the Sino- British Joint Declaration which relates to the transfer of sovereignty states that: “The Hong Kong Special Administrative Region shall maintain Hong Kong’s previous systems of shipping management and shipping regulation, including the system for regulating conditions of seamen. The specific functions and responsibilities of the Hong Kong Special Administrative Region Government in the field of shipping shall be defined by the Hong Kong Special Administrative Region Government on its own. Private shipping businesses and shipping-related businesses and private container terminals in Hong Kong may continue to operate freely. The Hong Kong Special Administrative Region shall be authorised by the Central People’s Government to continue to maintain a shipping register and issue related certificates under its own legislation in the name of ‘Hong Kong, China’.” The Hong Kong Government appointed a Steering Committee in 1987 to advise the Government on the establishment of an independent shipping registry. The result was enacted as the Merchant Shipping (Registration) Ordinance (Cap 415) (the “Ordinance”), which came into effect on 3 December 1990. -
Costs and Benefits of Shore Power at the Port of Shenzhen
WHITE PAPER DECEMBER 2015 COSTS AND BENEFITS OF SHORE POWER AT THE PORT OF SHENZHEN Haifeng Wang, Ph.D., Xiaoli Mao, and Dan Rutherford, Ph.D. www.theicct.org [email protected] BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON ACKNOWLEDGEMENTS This report was commissioned by the China Environment Forum (CEF) at the Woodrow Wilson International Center for Scholars as part of its Choke Point: Port Cities initiative, funded by the Henry Luce Foundation. The authors thank Irene Kwan and Simon Ng for their technical support and Tim Leong for his critical review of the work. The authors also especially thank Shenzhen Human Settlements and Environmental Committee and the Port of Oakland for their review and recommendations for the report. ABOUT THE CHINA ENVIRONMENT FORUM (CEF) Since 1997, the China Environment Forum (CEF) has been the “go-to” resource for convening policy, business, research, and NGO practitioners on the most pressing energy, water, and pollution problems facing China. Through meetings, publications, and exchanges, they play a unique nonpartisan role in creating multistakeholder dialogues around China’s energy and environmental challenges, identifying new areas of collaboration. CEF’s work is frequently featured in mainstream media, including: The New York Times, The Wall Street Journal, The Washington Post, BBC News, The Guardian, Bloomberg Businessweek, and Foreign Policy. For additional information: International Council on Clean Transportation 1225 I Street NW Suite 900 Washington, DC 20005 USA [email protected] -
A Competitive Analysis of Port of Hong Kong: from External to Internal Zihua Liu1, Dong Yang2* and Y
Liu et al. Journal of Shipping and Trade (2020) 5:7 Journal of Shipping https://doi.org/10.1186/s41072-020-00062-2 and Trade ORIGINAL ARTICLE Open Access A competitive analysis of port of Hong Kong: from external to internal Zihua Liu1, Dong Yang2* and Y. N. Eppie Ng2 * Correspondence: dong.yang@ polyu.edu.hk Abstract 2Shipping Research Centre, The Hong Kong Polytechnic University, This paper aims to analyse the competitive equilibrium of Hong Kong international Hong Kong SAR, China port after the cooperation among terminal operators. To achieve our research Full list of author information is objective, a comprehensive analysis framework is proposed. We assume that the port available at the end of the article services provided by Shenzhen and Hong Kong have heterogeneity, thus apply Cournot price competition model to understand the external competition. We find that the heterogeneity level can affect the demand of Hong Kong international port. For different heterogeneity levels, different competitive equilibriums among terminal operators of Hong Kong are discussed. We further apply Edgeworth model and Stackelberg Leadership Model to describe the internal competition of Hong Kong international port. Based on analysis, some recommendations are provided to the terminal operators of Hong Kong. Keywords: Terminal/port competition, Service heterogeneity, Cournot price competition, Edgeworth model, Stackelberg leadership model Introduction With the current dynamic business environment, port and container terminal opera- tors in the same region are facing keen competition from each other (Kaselimi et al. 2011). In recent years, liner shipping companies restructure and reform their shipping alliances, which significantly improves their bargaining power towards port and con- tainer terminal operators and port competition arises. -
Regional Shipping and Port Development Strategies
CONTENTS Page SUMMARY .................................................................................................................V KEY FINDINGS ......................................................................................................VII 1. INTRODUCTION.................................................................................................1 1.1 OBJECTIVE AND SCOPE ......................................................................................1 1.2 STUDY APPROACH.............................................................................................1 1.3 MODELLING APPROACH ....................................................................................2 1.4 REPORT STRUCTURE AND CONTENTS ................................................................3 2. CHANGES IN INTERNATIONAL TRADE AND SHIPPING .......................4 2.1 CHANGES IN INTERNATIONAL TRADE ................................................................4 2.2 COMPETITION AND REGULATION OF LINER SHIPPING........................................5 2.3 SHIPPING LINE RESPONSE..................................................................................9 2.4 IMPLICATIONS FOR PORTS ...............................................................................11 3. CONTAINER TRADE GROWTH....................................................................13 3.1 BACKGROUND .................................................................................................13 3.2 LOOKING FORWARD ........................................................................................14 -
Largest Seaports and Airports with Reported Threats
Largest Seaports and Airports with Reported Threats Sources: riskmethods (reported threats based on multi-year trends) and Wikipedia (cargo and container traffic, 2017) Ted Stevens Anchorage Intl. Airport Port of Hamburg Port of Rotterdam Port of Antwerp Frankfurt am Main Intl. Airport Port of Tianjin Port of Los Angeles Port of New York Port of Port of Busan Shanghai Pudong Intl. Airport Qingdao Louisville Port of Intl. Airport Port of Shanghai Port of Ningbo-Zhousan Long Beach Memphis Port Guangzhou Intl. Airport Port of Kaohsiung Dubai Intl. Hong Kong Intl. Airport Taiwan Taoyuan Intl. Airport Airport Port of Hong Kong Europe Civil Unrest Disaster at Location Extratropical Storm Industrial Dispute Asia Disaster Earthquake Extratropical Flash Flood Industrial Power Tropical Terrorist at Location Storm Dispute Outage Cyclone Attack Cargo Airports Cargo (in tons) Cargo Airports Cargo (in tons) Frankfurt am Main Intl. Airport, Germany 2.110.670 Hong Kong Intl. Airport, China 4.881.075 Cargo Seaports Container Traffic (in thous. TEUs) Shanghai Pudong Intl. Airport, China 3.703.431 Port of Hamburg, Germany 9.000 Dubai Intl. Airport, UAE 2.651.467 Port of Rotterdam, Netherlands 13.600 Taiwan Taoyuan Intl. Airport, Taiwan 2.233.493 Port of Antwerp, Belgium 10.450 Cargo Seaports Container Traffic (in thous. TEUs) Disaster Earthquake Extratropical Flash Flood Power Tropical Terrorist Tsunami Volcano Americas Industrial Port of Hong Kong, China 20.760 at Location Storm Dispute Outage Cyclone Attack Port of Tianjin, China 15.210 Cargo Airports Cargo (in tons) Port of Ningbo-Zhousan, China 24.610 Memphis Intl. Airport, USA 4.307.050 Port Guangzhou, China 20.370 Louisville Intl. -
Transformations in Port-Cities in Times of Globalisation: the Case of the Rio De La Plata Estuary
Transformations in Port-Cities in Times of Globalisation: The Case of the Rio de la Plata Estuary. Maria J. Bazan-Lopes. DUT – Delft University of Technology The role of Ports under globalisation Since 1960s, the port/city relationship has been influenced by external and internal factors, particularly the changes to world transport systems, the revolution in shipping industry and the design of port infrastructure. The traditional role of ports in transport and stocking, loading and unloading, has changed in order to link specialised activities and services inside the port-areas, including industrial, business, commercial, environmental, administrative and logistic services. As globalisation deepens and expands, ports are increasingly becoming the new dynamic knots between the international production and the global distribution networks, and the cores of regional development. The concept of port as a logistic place implies a new port-city relationship, in which the port- functions are not restricted to the port-area but to the whole transport and distribution chain giving more added value to the city (Aldoney Vargas, 1997). The main issues that ports face presently can be summarised as follows (Alemany Llovera, 1997): · To modernise the entire port-structure in terms of organisation, management, equipment and services with new requirements in the “cost-efficiency-quality” relationship. This implies an increasing demand on water and land space, and the consequent reduction of directly related employment; · To offer an economically and -
Adrien and Jean Bouchã© Collection on Panama
http://oac.cdlib.org/findaid/ark:/13030/kt28703505 No online items Adrien and Jean Bouché collection on Panama Processed by Aida Cuevas and Sara Seltzer, Student Processing Assistants, 2009. Special Collections & University Archives The UCR Library P.O. Box 5900 University of California Riverside, California 92517-5900 Phone: 951-827-3233 Fax: 951-827-4673 Email: [email protected] URL: http://library.ucr.edu/libraries/special-collections-university-archives © 2009 The Regents of the University of California. All rights reserved. Adrien and Jean Bouché collection MS 008 1 on Panama Descriptive Summary Title: Adrien and Jean Bouché collection on Panama Date (inclusive): 1699-2009, undated Date (bulk): 1900-1990 Collection Number: MS 008 Creator: Bouché, Adrien Creator: Bouché, Jean Extent: 44.49 linear feet(52 boxes, 1 flat file folder) Repository: Rivera Library. Special Collections Department. Riverside, CA 92517-5900 Abstract: This collection is comprised of books, pamphlets, documents, correspondence, press clippings, maps, reports, periodicals, photographs, and other material pertaining to the history and culture of the Panama Canal, the Canal Zone, and the Republic of Panama. Materials document a wide spectrum of subjects, including the exploration and construction of a Central American isthmian canal, the administrative and bureaucratic structure of the Canal Zone, tourism in Panama, residential life in the Canal Zone, and the political relationship between the United States and the Republic of Panama. A substantial amount of the collection is also devoted to the historical and literary study, and journalistic documentation, of both the Panama Canal and the Republic of Panama. In addition, the collection contains the personal papers of Adrien and Jean Bouché and those of Art Mokray, a resident of the Republic of Panama. -
Parana River Low Waters Circular
Pandi Liquidadores S.R.L Viamonte 494 - 8th Floor (C1053ABJ) Buenos Aires, Argentina Telephone: (54+11) 4313-3500 E-mail: [email protected] www.pandi.com.ar | @pandibaires Monday 3rd May 2021 CIRCULAR 042/2021 PARANA RIVER LOW WATERS (UPDATE) Dear All, In previous Circulars we have informed about the critical situation observed on the Parana River due to historically low water (see Circulars 23, 26, 28 and 32 2020 enclosed for further information). By way of update please note whilst there was an improvement in March/April 2021, the level of the water commenced dropping towards the end of April and the situation remains critical. See as an example below graph the level of the water on a period of 1 year at Rosario port (May 2020 – May 2021) Due to the above, the Coast Guards have issued a new warning stressing the utmost importance of complying with the daily maximum permissible sailing draft and with the mandatory UKC of 0.6 meters that should be kept at all times. The Coast Guards also recommends to the Masters to discuss the navigational plan with the Pilots before proceeding, as well as providing all necessary information related to ship’s manoeuvrability. We furthermore recommend to the Master to enquiry the Pilots as to the relevant regulation within the area to be transited, including specific speed limits and to bear in mind, at all time, ship’s squat effect in restricted waters. Please also note that the forecast issued by the National Institute for the Water (INA) anticipates that the tendency will continue in the following weeks. -
Prepared for the United States Soybean Export Council (“USSEC”) and the Soy Transportation Coalition (“STC”)
USSEC- Analysis of Transit Times, Transportation Costs and Predictability of Delivery Prepared for The United States Soybean Export Council (“USSEC”) and the Soy Transportation Coalition (“STC”) September 23, 2014 Our Understanding of the Situation • The United States Soybean Export Council (“USSEC”), along with the Soy Transportation Coalition, is interested in developing a promotional piece that will quantify and compare transportation costs, transit times and predictability of delivery of transporting soybeans from the U.S., Argentina and Brazil to the major destination markets. • The origins that have been selected include: – Mitchell, SD; – Davenport, IA; – Sorriso, Mato Grosso state, Brazil; – Londrina, Parana state, Brazil; and – Rufino, Santa Fe province, Argentina • The destination markets that have been selected include: – Shanghai, China; – Tokyo, Japan; – Kaohsiung, Taiwan; – Jakarta, Indonesia; – Ho Chi Minh City, Vietnam; – Manila, Philippines; – Hamburg, Germany; – Rotterdam, the Netherlands; and – Port Said, Egypt 2 Table of Contents • Executive Summary • Transportation Costs • Transit Times • Predictability of Delivery 3 Executive Summary- Transportation Costs • The cost of moving soybeans out of Sorriso, MT are higher than out of any other origin. This is primarily due to the high cost of moving soybeans from Sorriso to the primary ports in southern Brazil (Santos and Paranagua). – The cost of transporting soybeans by truck (truck accounts for ~60% of the soybeans moved from MT to the ports) from Sorriso, MT to Santos and Paranagua accounts for approximately 70% of the total transportation cost to move soybeans to final destination markets. – The cost of transporting soybeans from Londrina, PR to Paranagua is significantly lower than from Sorriso, MT due to the shorter distances that truckers have to travel. -
Settlement Colonialism: Compensatory Justice in United States Expansion, 1903-1941
Settlement Colonialism: Compensatory Justice in United States Expansion, 1903-1941 Allison Powers Submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy in the Graduate School of Art and Sciences Columbia University 2017 © 2017 Allison Powers All rights reserved ABSTRACT Settlement Colonialism: Compensatory Justice in United States Expansion, 1903-1941 Allison Powers Between the mid nineteenth century and the early twentieth, the United States transformed from a set of contiguous states into a far-flung global empire. As foreign policymakers sought to justify this expansion through the framework of law, they turned to the concept of compensation to reconcile the large-scale dispossession that resulted from territorial acquisition with a political system committed to the protection of private property. The United States became a leading advocate of international claims settlement to resolve the legal problems that arose out of imperial expansion, submitting to a series of tribunals designed to award monetary compensation for life and property lost as a result of annexation. At face value, these Claims Commissions secured the peaceful resolution of political conflict through the seemingly neutral mechanism of the market. However, the arbitrations had unanticipated consequences for the U.S. government. When denied remedies in domestic forums, foreign nationals living in American territories used the process of international claims settlement to demand their own visions of justice. “Settlement Colonialism: