Hong Kong and Shanghai a Tale of Two Cities in China1
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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. -
Port Benchmarking Report
Port Benchmarking for Assessing Hong Kong’s Maritime Services and Associated Costs with other Major International Ports Marine Department Planning, Development and Port Security Branch December 2006 All Rights Reserved No part of the materials protected by this copyright notice may be reproduced or utilized in any other form or by any means, electronic or mechanical, including photocopies, recording or by any information storage and retrieval system, without written permission from the copyright owner. Page Contents Executive Summary 1. Introduction 1 2. Objectives of the Study 2 3. Scope of the Study 3 4. Methodology 4 5. Assumptions 5-6 6. Benchmarking for Port Charges 7-16 7. Benchmarking for the Container Port 7.1 Container Throughput 17-25 7.2 Container Terminals 25-34 8. Analysis on Services Provided, Port Formality and Application of Information Technology in Hong Kong 8.1 Port Services 35-36 8.2 Port Formality Procedures 36-38 8.3 Application of Information Technology 38-39 9. Findings 40-41 10. Recommendations 42 References 43 Port Benchmarking for Assessing Hong Kong’s Maritime Services and Associated Costs Executive Summary Executive Summary 1. Introduction 1.1 In order to assess the relative position of the port of Hong Kong in relation to other leading container ports, a comparative study of port costs and port facilities was conducted in 2001. The current study is an update of the 2001 study. 1.2 Hong Kong is a mature port with different types of cargo handling facilities. These facilities handle containers, general cargoes, petroleum, other liquid bulk, dry bulk, and vehicles. -
香港港口統計年報- Port of Hong Kong Statistical Tables
香港港口統計年報 PORT OF HONG KONG STATISTICAL TABLES 2 0 1 8 有關本刊物的查詢,請聯絡: 海事處 策劃、發展協調及港口保安部 統計組 地址:香港中環統一碼頭道 38 號 海港政府大樓 23 樓 2307 室 電話:(852) 2852 3659 圖文傳真:(852) 2542 4638 電郵:[email protected] Enquiries about this publication can be directed to: Statistics Section Planning, Development & Port Security Branch Marine Department Address: Room 2307, 23/F, Harbour Building, 38 Pier Road, Central, Hong Kong. Tel.: (852) 2852 3659 Fax: (852) 2542 4638 E-mail: [email protected] 海事處網站 Website of the Marine Department https://www.mardep.gov.hk/ 同心協力,促進卓越海事服務 We are One in Promoting Excellence in Marine Services 目錄 CONTENTS 頁數 Page No. 註釋 EXPLANATORY NOTES iv - viii 摘要 2013 年至 2018 年主要港口統計數字 SUMMARY Principal Port Statistics for 2013 - 2018 ix 第一部 港口活動 PART I Port Activities 抵港/離港的船次 Vessel Arrivals/Departures 表 1 2018 年按主要停泊地點分析抵港遠洋輪船的船次 TABLE 1 Ocean Vessel Arrivals by Main Berthing Location, 2018 1 表 2 2018 年按主要停泊地點分析離港遠洋輪船的船次 TABLE 2 Ocean Vessel Departures by Main Berthing Location, 2018 2 表 3 2018 年按船舶類型分析抵港船舶的船次 TABLE 3 Vessel Arrivals by Ship Type, 2018 3 表 4 2018 年按船旗分析抵港船舶的船次 TABLE 4 Vessel Arrivals by Flag, 2018 4 - 5 表 5 2018 年按船旗分析曾停靠香港的船舶數目和淨註冊噸位 TABLE 5 Number and NRT of Vessels Calling Hong Kong by Flag, 2018 6 - 7 表 6 2018 年按選定船舶類型分析離港船舶的平均在港停留時間 TABLE 6 Average Time in Port for Vessels Departing Hong Kong by Selected Ship Type, 2018 8 表 7 2018 年在葵青貨櫃碼頭處理貨櫃的遠洋輪船統計數字 TABLE 7 Statistics on Ocean Vessels with Containers Handled at Kwai Tsing Container 9 Terminals, 2018 表 8 2018 年按夏季吃水分析抵港遠洋輪船的船次 TABLE 8 Ocean Vessel Arrivals by Summer -
Regional Container Port Competition and Co-Operation: the Case of Hong
Journal of Transport Geography 10 (2002) 99–110 www.elsevier.com/locate/jtrangeo Regional container port competition and co-operation: the case of Hong Kong and South China Dong-Wook Song * Department of Shipping and Transport Logistics, The Hong Kong Polytechnic University, Hung Hom Kowloon, Hong Kong Abstract As the entrepoot^ to the Chinese mainland, the economy of Hong Kong has enjoyed a high growth rate of economic development. When Hong Kong developed its container ports in order to accommodate the regional economic boom, its counterparts in China were left far behind; there was no serious port competition from China. However, as China develops its economy, the port of Hong Kong faces real challenges from Chinese ports, particularly from southern ones. Interestingly, the handover of its sovereignty to China in 1997 caused an issue of competition and co-operation between these ports. This paper aims to examine the possible competition and co-operation of the adjacent container ports in Hong Kong and South China from a strategic perspective. Ó 2002 Elsevier Science Ltd. All rights reserved. Keywords: Competition; Co-operation; Container port; Hong Kong; South China 1. Introduction serious port competition from the Chinese mainland in the last 20 years, and the role of Hong Kong ports as a The fact that the global economy is shifting towards regional hub has been aggrandised. the newly industrialising countries in Asia and that Since China has, however, been developing its econ- greater seaborne trade links exist between Asian nations omy at a two digit growth rate since the early 1990s, the is resulting in fast regional economic development and port of Hong Kong faces real challenges from ports in growth. -
From Hong Kong Maritime Museum
LC Paper No. CB(2)737/07-08(01) SUBMISSION BY THE HONG KONG MARITIME MUSEUM to THE HOME AFFAIRS PANEL OF THE LEGISLATIVE COUNCIL OF THE HKSAR 11th January, 2008 CONTENTS 1. THE MISSION OF HKMM ...............................................................................................................................4 2. PREMISES AND LOCATION ..........................................................................................................................6 3. THE ISSUES ......................................................................................................................................................8 4. REGULATORY FRAMEWORK ....................................................................................................................11 5. FUNDING ........................................................................................................................................................13 6. KEY TERMS....................................................................................................................................................15 7. CONCLUSION ................................................................................................................................................17 Attachments Attachment 1: Maritime Museums in Port Cities Attachment 2: Pier 8, Star Ferry Piers, a permanent home for the Hong Kong Maritime Museum Attachment 3: Museum governance in Hong Kong: a position paper Attachment 4: Maritime Museum funding 2 Shanghai's National Maritime Museum…is -
The Port of Hong Kong*
trasporti - diritto, economia, politica volume 2006 - n. 98 FEDERICA GEI Dottore di ricerca, Università degli Studi di Trieste THE PORT OF HONG KONG* 1. HISTORY The reason of the success of “the Perfumed Harbour” is to be found in its history. Standed on an excellent position on the sea and between east-Asia and west-Asia, Hong Kong was always a palmy port. But it grew up economically after the opium wars, in fact with the British posses of the island, of the Kowloon peninsula and af- * This paper is the outcome of a two-year research on conducted in the framework of the “Programs of Relevant National Interest” (PRIN 2004) on Services of General Interest, co-financed by the Italian Ministry of Education University and Research. 86 FEDERICA GEI 87 ter the establishment of the New Territories the importance of the Hong Kong’s commerce was starting and was direct to arrive to the highest level. The communist revolution of the year 1949 determined a new flow of Chinese people immigrating. In that period Hong Kong became the empire of textile indus- try and financing. In the first years of the 80’ s the British and the Chinese met to decide the future of Hong Kong. For this reason the Special Administrative Region (SAR) of China was born and had to be the same for 50 years. The promise would be of independence of the SAR from China government(one country, two system) but in fact it didn’t happen. But except for politics that is a very dangerous matter, the Hong Kong trade and finance is left at the organization of the business- land.