论我国利用外商直接投资的主要特点

近些年,由于国际和国内的原因,外商直接投资在我国获得了长足发展,并呈现出一些显著特点。本论文主要从产业和区域分布、项目平均规模、来源地、投资方式五个方面分析了我国利用外商直接投资的特点。     

新世纪沿海港口发展适应性分析

进入新世纪，在国民经济、对外贸易快速发展和重化工工业发展的推动下，中国大陆沿海港口吞吐量呈现快速发展的态势，到2004年吞吐量达到25.4亿吨，2000-2004年年均递增18．5％、3．1亿吨，沿海港口集装箱持续保持高速发展，2004年吞吐量达到5662万TEU，2000-2004年年均递增29％、900万TEU，这一时期是我国沿海港口吞吐量发展最快的时期。     

国际对华直接投资的新趋势与对策分析

国际对华直接投资一直是我国经济发展的重要动力。随着中国入世进程的不断深入,尤其是2006年底我国全面加入WTO之后,外商直接投资增长态势平稳并呈现出了新变化趋势,这在推动中国经济快速发展的同时,也出现了一些问题,我们要趋利避害结合当前我国国情对利用外资政策进行调整。     

沿海港口发展战略

进入新世纪，在国民经济、对外贸易快速发展的推动下，中国大陆沿海港口吞吐量呈现快速发展态势，2000-2004年年均递增18.5％、3.1亿吨，到2004年吞吐量达到25。4亿吨，集装箱2000＂-2004年年均递增29％、900万TEU，2004年吞吐量达到5662万TEU。这一时期是我国沿海港口吞吐量发展最快的时期，形成了8个吞吐量超亿吨的港口，其中上海港列世界第2位，宁波港、广州港和天津港进人世界前10位。8个集装箱干线港中，上海、深圳、青岛、宁波和天津港集装箱吞吐量分列世界第3、4、14、17和18位。     

外资的中国港口投资趋向

近年来，伴随亚太地区特别是我国经济的快速发展，我国港口业发展迅猛，已经成为亚洲乃至全球航运业繁荣兴旺的引擎。2005年我国港口吞吐量达到49．1亿吨，集装箱吞吐量达到7580万标准箱，10个港口跻身世界亿吨大港行列，上海港吞吐量达到4．43亿吨，跃居世界第一大港。上海港、深圳港完成集装箱吞吐量1800万和1618万标准箱，分别跃居世界第三和第四位。中国港口吞吐量和集装箱吞吐量已连续三年位居世界第一，中国已由港口大国进入港口强国。     

中国沿海港口吞吐量内在影响因素研究

港口吞吐量是反映港口生产经营活动成果的重要数量指标,港口吞吐量的流向构成、数量构成和物理分类构成是港口在国际、地区间水上交通链中的地位、作用和影响的最直接体现,也是衡量国家、地区、城市建设和发展的量化参考依据。影响港口吞吐量的因素很多,本文从影响港口吞吐量的若干因素出发,利用软件SPSS13.0,采用主成分分析法提取最关键因素,基于上海港实证分析,剖析了港口吞吐量的内在影响机理,为未来上海港的发展规划以及新建扩建等工程提供理论依据。     

探析外商对我国船舶配套业的直接投资

根据外商对我国船舶配套业的直接投资情况及特点,分析了形成该特点的主要原因,并进一步探讨了相应的外资战略和政策。     

外商投资中国沿海港口趋势分析

<正>1985年,《中华人民共和国国务院关于中外合资建设港口码头优惠待遇的暂行规定》(国发[1985]118号)的颁布拉开了港口业建设、经营对外资开放的序幕。经过20多年的发展,外商投资促进了港口产业的巨大发展,同时,中国经济实     

当前沿海港口发展中的主要矛盾与发展思路

当前沿海港口发展总体形势是好的,国际形势的发展趋势总体上也将有利于港口产业的发展,我国经济运行在宏观调控下将显得更为稳健,因此,港口面临的发展空间依然很大;基于“十五”期间经济发展基础和大量外资的沉淀,支撑沿海港口货物及集装箱吞吐量增长的因素依然强劲,沿海地区将     

沿海港口吞吐量内在影响因素研究

影响港口吞吐量的因素很多，本文从可能影响港口吞吐量的若干因素出发，利用SPSS软件，采用主成分分析法提取最关键因素，基于上海港的实证分析，剖析了港口吞吐量的内在影响机理，为未来上海港的发展规划以及新建扩建等工程提供理论依据。     

Demand analysis in Angola seaports

ABSTRACT

This paper presents a demand analysis of Angola seaports from 1996 to 2013 using the Berry, Levinsohn, and Pakes (BLP) demand model. The BLP is a random coefficient Logit demand model that takes into account the endogeneity of the price in the demand equation. The model reveals that seaports on Angola is explained by the average price, the price of maritime transport services, the price of substitute imports by airports, and by the income in the port region. The price is endogenous in demand equation and the endogeneity is taken into account in demand estimation. The price of air transportation is negative, and therefore it is a complementary good. The price of container handling is positive, and therefore it is a substitution good. Policy implication is also derived.     

Economic policies and seaports: The economic functions of seaports

This paper argues that the economic functions of seaports are to benefit those whose trade passes through them, i.e. through providing increments to consumers' and producers' surpluses. Whilst recent developments in the technologies of seaports (containers, bigger ships, more rapid handling of bulk cargoes) have increased technical efficiency, they have also provided such economies of scale as to reduce some opportunities for competition and, therefore, the probability that cost reductions are actually passed on in this way. For this purpose port costs need to be considered in their entirety, i.e. as generalized transport costs per tonne, comprising money, time and the risks of loss, damage and delay. Such cost reductions will lead to expanded trade in a variety of ways.

This statement of the economic function of seaports is contrasted with views that they should try to increase employment in their locality, or that they should maximize profits.     

Public subsidy of seaports

There is much contraversy regarding this issue. On the one hand there are the 'islanders' Which are generally the countries of Anglo-Saxon culture or influence in Which ports are often considered as mere commercial enterprises, and on the other hand the continentals where ports are instruments of national or local policy. The French belong by tradition to the latter. But a further examination of the subject would be useful; this article presents this reappraisal.

I would like first of all to examine what lies behind the notion of government subsidy for ports, and then to draw conclusions regarding 20 years of French law which have steadily reformed the status of French Ports.     

Flag state performance: An empirical analysis

Based on data available in mid-2006, the five cooperating international institutions of shipping — BIMCO, Intertanko, Intercargo, ICS, and ISF — produced a summary of factual information on 106 flag states. These international institutions intentionally avoided drawing conclusions on underperformance. This paper extends this assessment allowing for an in-depth empirical assessment of flags performance. Towards this end, the analysis uses weight factors reflecting the importance that an operator might wish to attach on the different variables before making his flag choice, and seeks to statistically (un)group ‘conventionally’ grouped flag states performance. The paper also examines whether IMO membership and/or active participation in the IMO is associated with a greater compliance of a flag-state to safety and relevant environment rules and thus to a better performance. The findings challenge the classic outright categorization of national flags as good performing ones and of commercial flags as those performing badly. The findings also support the suggestion that an active IMO participation, rather than a simple membership, enhances flag performance.     

The privatization of United Kingdom seaports

The background is described to U.K. port administration and the implementation of the Conservative Goverment's privatization policy is reivewed. The objectives of privatization and the ways in which it has been achieved with trust and municipal port authorities are discussed. The paper goes on to discuss the difficulties encountered in privatizing statutory undertakings and concludes by examining the benefits port managers claim have arisen from the introduction of teh policy.     

欧洲海港集装箱运输发展现状

欧洲是全球经济贸易和海运业最发达的地区之一,共有集装箱海港约130个。2008年欧洲海港集装箱吞吐总量达9071万TEU,占全球港口集装箱吞吐总量的20%以上。欧洲海港与我国港口之间运输往来频繁,值得我国港航业关注。本文根据有关数据,分析欧洲海港集装箱运输发展现状。     

Economic development and non-marine initiatives at American seaports

Public Port Authorities engage in a multimedia of activities under the guise of economic development that may be only marginally linked to the disposition of frieght or passengers. The mix of economic functions is determined as a result of shifts in marine cargo throughput, competition for shorefront land with other non-water-dependent users, the level of power and control wielded by Port personnel, and the legal mandate granted to the Port Authority. These non-marine functions often play an important role both for the Port itself and for the port community, regardless of the size of the port.     

Economic policies and seaports: Strategies for port authorities

This paper discusses the strategies which might be adopted by port authorities, given that modern port technologies have considerably limited the scope for competition. It therefore analyses the several forms of competition relevant to ports, any or all of which may apply in any given instance.

It describes the 'minimalist strategy, which consists of recognizing that public sector bodies have many faults, may make many mistakes and that well-intentioned attempts to rectify faults in the private sector may make matters worse. Second, it describes the 'pragmatic' strategy, which involves establishing committees to examine problems and to recommend actions, if they can reach a consensus. Third, it describes the 'public sector' strategy, which involves the port authority taking over all port functions. Finally, it describes the 'competitive' strategy, which involves a careful reproduction of the circumstances of competition, even though there may be room for only one efficiently-sized operator at a time. Franchising, or short-term leasing on any of a variety of competitive bases, so as to produce serial competition is described. Each of these strategies is presented as having its own advantages and disadvantages, and each may be suitable to particular circumstances.     

Public goods and the public financing of major European seaports

Seaports are recognized for their importance in facilitating trade growth and associated economic development. These attributes often give rise to the notion that seaports, or infrastructure elements of seaports, are public goods. Public goods are regarded as goods or services which a market acting in isolation might have difficulty in providing, or at least providing in sufficient quantity and/or at a competitive price. An important element of a public good relates to its non-rival consumption, the implication being that it is impossible to exclude anyone, whether they pay or not. Key questions this paper seeks to address are, what constitutes public goods in seaports, to what extent is it necessary for the public sector to provide these goods, and can such intervention lead to market distortion in respect of competing ports? The paper describes the more common examples of public goods in seaports. This is followed by discussion of public and private sector investment at major north European seaports. The paper considers the potential for market distortion due to public sector expenditure on so-called public goods in seaports, and proposes that a more cohesive policy for major ports, particularly those very large containerports serving a common European hinterland, is necessary in order to deliver a sustainable transport system in the long term.