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The purpose of this paper is to review the development of registered seafarers working onboard Hong Kong ships.

Data obtained from the Marine Department showing the number of registered seafarers from 1960 to 2015.

The registered seafarers can be observed in three different stages, namely, the peak stage from 1960 to 1982, the declining stage from 1983 to 1996 and the reforming stage from 1997 to 2015.

Very few papers can be found in Hong Kong to review the development of registered seafarers from 1960 to 2015.

Mid-stream operation has had a significant role in Hong Kong’s economic development since the 1960s. Prior to the building of container terminals in Hong Kong, cargo was mainly loaded onto and discharged from ocean-going vessels by mid-stream operations and then shipped to Europe and North America. This paper aims to reinforce mid-stream operation is considered a “must” in supporting the substantial growth of maritime industry and strengthening Hong Kong’s role as an entrepôt.

The authors undertake a historical review of the evolution of Hong Kong’s mid-stream operation over the past half-century and investigate the future of mid-stream operation in light of the Hong Kong Special Administrative Region government’s policy of allocating Public Cargo Working Areas through an open auction process. Semi-structured, in-depth interviews are also undertaken in this study.

The emergence of container terminals generated competition for cargo between container terminals and mid-stream operators. In addition, the Hong Kong Special Administrative Region government’s policy of allocating Public Cargo Working Areas to mid-stream operators through an open auction process intensified negative influences on the survival of the mid-stream operation sector.

To date, mid-stream operation has been abandoned nearly everywhere except in Hong Kong. Yet, Hong Kong’s container system has become the most advanced in the world. The authors explain how and why mid-stream operation still plays such a key role in Hong Kong and how to enhance its sustainability. The authors also discuss the academic and managerial implications of their findings.

The purpose of this paper is to see whether the concept of autonomous ship is having an effect on pioneering the sea transportation as well as improvement of ship safety and the possibility of local development. Following the lead of the first autonomous surface ship by Norway that met to develop the Advanced Autonomous Waterborne Application (AAWA) and introduce of autonomous operation to the region, this study also aims to compare the initiation of action by surface ships to that of the air and land vehicle automation.

The ideas for writing this paper came from meeting and interview with maritime professionals such as ship captains, marine chief engineers and naval architects. Through the review of various international journals, the development of Autonomy and Technology are explored and analysed. Owing to the practical approach of this paper, a qualitative research method is used with collecting and analysing information.

The findings of this paper are as follows: it brings out the importance on the potentials of unmanned vessels and its competitive advantages over existing cargo ships. Besides its contribution to reduce fatigue and workload of navigating officers, the improvement of navigational safety by eliminating human errors and reduction of harmful exhaust emission can make shipping safer and more sustainable. However, as the technology is still under development, it is too early for a final evaluation. That said, as the international regulation body, International Maritime Organisation is required to gain acceptance to future unmanned shipping and to designate routes and impose regulations for their safe operation.

Recently, there are many conferences and meetings on autonomous surface vessel focussing on regulation, technology, human-factor, legal and regulatory framework for such ships around the world. This paper summarises the current development of the autonomous surface ships, in term of the design and technology, their interaction and co-existence with manned ships and suggest some operation issues on board an autonomous surface ship during voyage. Taking Hong Kong as an example, this paper attempts to examine the feasibility for introducing the autonomous surface ships in local waters.

Hong Kong has been a major entrepôt for China for decades and its intermediate role has been enhanced in recent years. With the open door policy of China, Hong Kong manufacturers have relocated extensively their low‐cost operations to the Pearl River Delta in Southern China. Under the outward processing arrangement, raw materials, components and work‐in‐progress are shipped to China for further processing and the finished products are shipped back to Hong Kong for re‐export to other countries. This mode of operation has created tremendous loads on the already congested cross‐border traffic between Hong Kong and the Pearl River Delta. In order to modernize its outdated and inadequate transportation systems, China has embarked on huge infrastructure development programmes in the Pearl River Delta and other fast developing regions. Hong Kong has also launched multi‐billion‐dollar ports and airport development projects scheduled to be completed in 1997/98. On completion of these projects, the strategic position of Hong Kong as an entrepôt of Southern China will be further enhanced, despite increasing competition from neighbouring ports and airports in the medium to long term.

In 2011, the new Arbitration Ordinance took effect in Hong Kong. This paper aims to discuss the new features on maritime arbitration.

The relevant provisions of the Arbitration Ordinance 2011 and the legal cases are examined.

Hong Kong is a first class maritime arbitration centre in the Asia Pacific Region.

This paper is one of the very few general reviews of the maritime arbitration under the Arbitration Ordinance 2011.

Studies the marketing system of the Manila International Container Terminal (MICT) in the Philippines. The data collection methods comprised overseas trips to carry out unstructured field observation and interviews, a nine‐item structured questionnaire, and unobtrusive measures from Government statistical publications in four different countries. In the data‐analysis process, the questionnaire data were used to rank the importance of services required by major shipping lines in order to formulate the appropriate marketing strategy. The Government statistics data were used to test a hypothesis that Manila is more cost‐effective as a transshipment centre compared with three other major Asian ports. Testing of the hypothesis was based on the theory of General Equilibrium. A response rate of 60 per cent was obtained from the 30 mailed questionnaires. Finds that the most important services required by the major shipping lines were: (1) berth availability, (2) efficient operation, (3) cost. On the transshipment economics analysis, the alternative hypothesis: It is more cost‐effective to use Manila as a transshipment centre compared with Hong Kong, Kaohsiung and Singapore, was found to be sustained. Notes, however, that, although Manila is found to be the most cost‐effective on the whole system, Singapore is the cheapest, when considering stevedoring cost only, while Hong Kong is the cheapest when considering port charges and vessel‐steaming cost. On the whole, the existing marketing strategy of MICT, as observed during the various trips, was found to be sound and well‐justified. Nevertheless, makes recommendations, based on the findings in this study, aimed at increasing berth availability, ensuring efficient operation and being cost‐competitive and effective.

The growth of China’s economy during the 1990s has both shaped and reflected changes in the span and function of the country’s shipping connections both within Asia and with the rest of the world. Although sea-land developments within China have been studied, less attention has been paid to the wider global implications stemming from the transformation of the country’s maritime geography during a decade of further market reforms and greater integration into the world economy. Consequently, there is a need to comprehend how China’s state-owned shipping industry has been reorganized during the 1990s to meet the new requirements, with special reference to the country’s liner shipping connections between and within Asia respectively. More purposely, these topics are addressed by examining changes in the organization, approach and set of connections of the state-owned China Ocean Shipping (Group) Company (Cosco) and its post-1993 offshoot COSCO Container Lines Company Ltd (Coscon). This review provides a springboard for a detailed analysis of shifts in both extra- and intra-Asian shipping patterns between 1990 and 2000 and consideration of their strategic implications. Finally, short-sea shipping is defined and the phenomenon’s operational strengths and weaknesses discussed.

Reports on two studies conducted in Hong Kong, one in 1989, the other in 1994, to see if children’s socialization as consumers has changed in the intervening years. Formulates hypotheses, based on the earlier research, that children will receive spending money by the time they are four, that the amount will increase as they get older, children will spend money by the age of four, they will also save money, older children will visit more shops than younger children, and children will go shopping without parents by the age of four. Outlines the research methodology used – 318 questionnaires used for analysis, composition of the sample of respondents, demographics – and records how analysis of variance was used to make comparisons with data from the earlier study. Considers income, spending and saving attitudes in children, as well as how they spend and what they buy. Finds that, in 1994 (compared to 1989) children aged 6, 9, 10, 11 and 12 receive more money; 4, 7 and 10 year olds spend a higher percent of their income, saving has decreased for 4, 7 and 10 year olds, children’s real income has doubled since 1989, independent shopping trips seem to have been postponed until the child is 6 but co‐shopping with parents has increased for all ages; most shopping trips without parents focused on food stores and street vendors that were easily accessible from home, but purchasing behaviour has not changed significantly. Indicates that Hong Kong children are pursuing a western (US) model of spending income, rather than the Chinese model of saving, and that children are undergoing consumer socialization and consumer education – as evidenced by the single fact that in 1994 $161.8 million was spent in Hong Kong by children aged 4‐12.

The twenty‐first century is likely to be known as the “Pacific Century”. China is a particular attraction to foreign businesses and corporations because of its mass domestic market and rich natural resources. Although it offers long‐term lucrative business opportunities, gaining entry is a taxing process for most foreign investors. Hong Kong can play an important role in facilitating the entry of foreign investors into the China market since it has an intrinsic link with China. It would be worthwhile for foreign investors to capitalise on its gateway role.