Shipping and shipbuilding policies in PR China

Song, Yann-huei

doi:10.1016/0308-597x(90)90037-r

Cited by 8 publications

(5 citation statements)

References 6 publications

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“…Also, they were regarded as part of the efforts by the CNG to reform state-owned enterprises due to their insufficient capacities to match the demands of economic development. In fact, congestion within Tianjin was a problem even in the 1950s (as illustrated by the instruction of the MOC published in the Bulletin of the State Council in 1956), and the Open Door Policy simply made the problem more explicit, and congestion became a serious bottleneck which threatened China's trade and development (Song, 1990). This could be illustrated by the serious congestion in 1981, 1983, and 1985, with Tianjin being one of the worst (Department of Water Transport, 1998).…”

Section: Rationalementioning

confidence: 99%

Institutions, transport infrastructure governance, and planning: lessons from the corporatization of port authorities in East Asia

Tongzon

Shou³

2015

Environ Plann C Gov Policy

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Substantial research posits that institutions do matter in port development, resulting in path-dependent reform process. However, issues remain unaddressed, notably on how and why institutions matter during such process under diversified developmental phases and geographical settings. This paper investigates, based on the experience of two major ports in East Asia, in what ways and to what extent political institutions have shaped the process of change, the main sources of path dependency, the conditions under which path disruption can occur, and how existing institutional legacies can contribute to differentiated outcomes. The focus is not only about institutional structure, but also the behavior and policies that institutions produce in such reforms. By doing so, it contributes to the progress and refinements of institutional theories, as well as theorizing the impacts of institutions in reforming the governance and planning systems of transport infrastructures.

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Section: Rationalementioning

confidence: 99%

Institutions, transport infrastructure governance, and planning: lessons from the corporatization of port authorities in East Asia

Tongzon

Shou³

2015

Environ Plann C Gov Policy

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“…TECHNO is significant at 1% in (13) and (17), at 5% in (3), (14) and (24) and at 10% in (4), (5), (10), (12), (15), (18)-(21), (25), (27) and (28). Note the duality of TECHNO, which reveals the technological advancement level and often the seafarer wage rate, which have opposite effects on national shipping.…”

Section: Analysis Resultsmentioning

confidence: 93%

“…Competition among shipping nations and the quest for policies to promote national shipping have initiated a number of studies, including Morris [5] on Australia, Coto-Millan [6] on Spain, Yercan [7] on Turkey, Damachi and Zhaoshen [8] on Nigeria, Chasomeris [9] and Iheduru [10] on West and Central Africa, Sawiczewska [11] on Poland, Song [12] on China and Chiu [13] on Taiwan. Gardner et al [14] reviewed the challenges faced by the British fleet and maritime policies.…”

Section: Introductionmentioning

confidence: 99%

Explaining variations in national fleet across shipping nations

Nguyen

2011

Maritime Policy & Management

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Many studies on national shipping attribute the declines in national fleets of developed economies to the lack of comparative advantage, but little has been done so far to identify factors contributing to countries' shipping comparative advantage using a systematic approach. Although shipping markets are highly international and competitive, it is not clear whether tonnage owned by countries is governed by country-specific factors. This paper seeks to explain variations in nationally owned fleet across shipping nations. The main variable of interest is national fleet tonnage owned by country of domicile as opposed to registered tonnage. The results of econometric analysis using data from 84 shipping nations indicate that various country-specific factors do indeed contribute to variations in fleet tonnage across shipping nations, albeit at different levels of significance. Financial market development, external trade, ship registration, shipbuilding and shipping history appear to have the most significant impact, followed by the level of development and technology and maritime policy. Based on the results of analysis, implications for policy and future research are also discussed.

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“…Most of extant literatures about the Chinese shipbuilding have mainly focused on product technology (Bai et al 2007), shipbuilding management (Lu et al 2000), labour cost (Chou 2001), industrial policy (Song 1990) and restructuring (Smyth 2004). Using the actual prices from Chinese shipyards, this paper makes the first attempt to analyze the price formation of dry bulk carrier in the Chinese shipbuilding industry based on a traditional supply and demand view.…”

Section: Literature Reviewmentioning

confidence: 99%

Price formation of dry bulk carriers in the Chinese shipbuilding industry

Jiang¹,

Lauridsen²

2012

Maritime Policy & Management

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Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in AbstractIn this paper we present, for the first time, the price formation of China's dry bulk carrier using vessel prices quoted by major Chinese shipyards in actual shipbuilding orders. This allows us to investigate the relationship of price and determinants in the Chinese shipbuilding industry by including generic market factors as well as Chinese elements. The analysis, employing Principal Component Regression (PCR) approach, indicates that the time charter rate has the most significantly positive impact. While increases in other four factors, namely shipbuilding cost, price cost margin, shipbuilding capacity utilization and credit rate, have descending order of positive influences. Different from traditional perception, we assert that the most important role of time charter rate plays mainly attributes to the 'China Factor' in bulk carrier sector. In addition, simulations are performed to investigate what would happen to the Chinese dry bulk carrier prices under changes of time charter rate and shipbuilding cost. This paper has implications for the Chinese shipyards, shipbuilding industry customers and industry policy makers.

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Shipping and shipbuilding policies in PR China

Cited by 8 publications

References 6 publications

Institutions, transport infrastructure governance, and planning: lessons from the corporatization of port authorities in East Asia

Institutions, transport infrastructure governance, and planning: lessons from the corporatization of port authorities in East Asia

Explaining variations in national fleet across shipping nations

Price formation of dry bulk carriers in the Chinese shipbuilding industry

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