Developing China's Ports

Page 61

Reforming and Developing China’s Port Sector

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BOX 2.4

Port construction fees Port construction fees were introduced in October 1985 (Measures for the Collection of Port Construction Fees) and implemented in 1986 (State Council 1985b). The fees were levied on goods entering and leaving 26 Chinese ports,a including all imports and exports as well as domestic trade between the ports. The fees were charged only once per voyage. For instance, imported goods from other countries were generally subject to port construction fees at their destination port, not other ports of transit. These fees were paid by the goods’ consignor or consignee, collected by the local port authorities, and transferred to the Ministry of Transport (MoT) (Ministry of Communications 1985). Port construction fees became an important funding source for the MoT, with ¥ 2 billion (approximately US$580 million) collected in 1986. Their level has been changed and updated several times to meet the funding needs of port construction projects. In 1993, the central government and other ministries issued a notice on expanding the range of the fees, raising rates, and levying surcharges for waterborne passengers and freight (State Council, Ministry of Finance, Ministry of Transport, and Price Bureau 1993). The policy stated that the collection of fees would be extended to all ports involved in international trade; the fees collected would be used specifically for container infrastructure construction. Additional rules and measures for the collection of fees, including collection methods, were issued in the same year.

Although the addition of rules and changes in pricing were meant to ensure the accurate and standardized collection of fees across all ports, the total amount of port construction fees collected in 2000 was about the same as it had been in 1986, even though port throughput had tripled. In addition, the rationale behind fee collection became difficult to justify as terminal ownership and use changed over time. Specifically, the port facilities built and financed by cargo owners and inland provinces, as explained previously, had received no investment from the MoT. The users of these terminals saw it as unfair that they were charged in the same manner as those who used MoT-funded terminals. In 2011, the MoT established new rates, lowering fees for every category by 20 percent as compared with 1993 rates. In 2016, regulations on port charges were promulgated by the MoT and the National Development and Reform Commission (Ministry of Transport and National Development and Reform Commission 2015). The regulation covered the assessment of cargo port charges, security fees for port facilities, port operation fees for passenger ships, pilotage fees, and berthing fees, among others. Its purpose was to clarify and standardize port import and export charges, promote market-oriented port service charges, and simplify previous fee structures. The regulation also explicitly states which prices are to be set by the government and which by the market.

a. These were the ports of Basuo, Beihai, Dalian, Fangcheng, Fuzhou, Guangzhou, Haikou, Huangpu, Lianyungang, Nanjing, Nantong, Ningbo, Qingdao, Qinhuangdao, Sanya, Shanghai, Shantou, Shijiu, Tianjin, Wenzhou, Xiamen, Yantai, Yingkou, Zhangjiagang, Zhanjiang, and Zhenjiang.

Foreign investment and joint ventures The use of foreign investment to finance greenfield port projects in China has undergone several reforms. In 1985, recognizing that port construction projects were capital intensive, time consuming, and likely to yield a low rate of return, the State Council (1985a) issued interim regulations on preferential treatment for Sino-foreign joint ventures in harbor and wharf construction. This milestone marked a turnaround in the central government’s attitude toward foreign investment in the port industry. An initial ban on foreign investment was replaced by active encouragement of the involvement of foreign

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3.8 Lesson 8: Test the waters before scaling up

5min
pages 112-113

A.1 Policies concerning multimodal transport in China, 2011–19

3min
pages 115-117

References

0
page 114

develop a competitive port ecosystem

2min
page 111

objectives

2min
page 110

Port governance and finance

2min
page 109

China

2min
page 95

Xiamen and Shanghai

2min
page 92

development in China’s ports

2min
page 94

3.1 Lesson 1: Port development should not stop at the port gate

5min
pages 104-105

B2.11.1 Inland container barges operating at the automated container terminal at Yangshan, Port of Shanghai

1min
page 93

bachelor’s degree and higher at specific ports, 2018

6min
pages 89-91

2.4 Wind power, Port of Wuxi

1min
page 86

Environmental policies for ports

2min
page 85

2.3 Bulk terminal, Port of Yantai

1min
page 74

2.6 A model for the development of port cities: The case of Shenzhen

2min
page 67

2.9 Cooperation between the Ports of Dalian and Shenyang

2min
page 82

2.1 Qingdao city and port

1min
page 70

Shanghai

2min
page 68

2.5 Ports as an anchor for growth: The case of the Binhai New Area

2min
page 66

14th Five-Year Plans

2min
page 47

2.1 The first generation of special economic zones in China, 1980–92

4min
pages 48-49

inspection

2min
page 39

References

0
pages 41-42

2.3 The World Bank’s first loans to Guangzhou, Shanghai, and Tianjin

2min
page 57

2.4 Port construction fees

5min
pages 61-62

Regional economic development policies and their impact on the port sector

2min
page 46

2.7 Illustration of revenue sources for port enterprises

2min
page 60
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