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外文题目：An Analysis of the Efficiency and Competitiveness of Vietname Port System
出处Department of Maritime Business
作者：Vinh Van Thai and Devinder Grewal
原文：
An Analysis of the efficiency and Competitiveness of
Vietname Port System
by Vinh Van Thai and Devinder Grewal
ABSTRACT
Ports, as one of the important links between different modes of transport within the logistics chain, hav
介观e special esnce since their efficiency and competitiveness will certainly have an impact on the chain, and hence the national and regional economy. Vietnam, as a developing country gradually integrating into the regional and global economy, is rationalizing its economic ctors, including transportation. In this environment, ports play a vital role for the purpo of achieving comparative advantages in the international market. However, the Vietname port system is burdened with out dated work practices, low efficiency and poor competitiveness compared to other ports in the region. This paper identifies some of the problems in the Vietname port system and propos strategies to address them.
Keywords: Vietnam, port, efficiency, competitiveness, analysis
INTRODUCTION
The paper is organized in four main ctions. The first part ts the general background and overview on port geography in Vietnam. The cond ction address the issues of efficiency and competitiveness of the Vietname port system. The third part propos some development strategies bad on previous discussions, followed by the last ction that sums up the paper.财政部74号令
General back ground
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Vietnam is located in the Indochina peninsula in South East Asia and shares the borders with China in the North, Laos and Cambodia in the West and has her East coast facing the South China Sea. The country is situated within the tropical zone and has a tropical monsoon climate. As Vietnam is a narrow and long country stretching from the south of China down to the Gulf of Thailand, the asons also vary from the north to the south of the country. In the north, there are visibly four asons; however, the southern part of the country experiences only two asons all year round, namely the tropical dry and the tropical wet. As far as tidal regimes are concerned, ports in the north e mainly the diurnal tidal regime while in the central region there is a combination of mi-diurnal, irregular mi-diurnal and irregular diurnal regimes. In the south, the tidal regimes in existence are mi-diurnal and irregular mi-diurnal.
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Brief overview on port geography in Vietnam
Vietnam has more than 3,000kilometres of coast line stretching from north to south of the country. The Vietname port system consists of both ports along the coast line and the ones located on rivers. According to Vietnam Maritime Bureau (VINAMARINE, 2003), there are currently more than 90 ports which can receive vesls on international voyages and veral dozen of other ports for internal trade. The Vietnam Port Association (VPA)，which now has 40 members all of whom are ca
pable of rving vesls on international voyages, has the annual cargo through put of more than 80% of the country‟s total.
Analysis of the Vietname Port System
In this part of the study the efficiency and competitiveness of the Vietname port system will be analyd and discusd. The main issues involving port institutional and administrative regimes, as well as port operation and management will be covered to reveal the contemporary problems as far as efficiency and competitiveness are concerned. Where
necessary, comparison will be conducted between the Vietname ports and some others in the ASEAN and ESCAP region to further illustrate the analysis and discussion.
Institutional and administrative issues
From a holistic point of view, the institutional and administrative issues of a port system are very important to provide initial information about its efficiency and competitiveness. In this ction, different categories of port management body as well as the role of port authorities in Vietnam will be analyd and discusd.
Port management body in Vietnam
The port management system in Vietnam is very diversified. Examples include:
VINAMARINE, which is under direct control and management of the Ministry of Transport, manages three ports – Nghe Tinh Port,Qui Nhon Port and Nha Trang Port.
形容业绩好的成语VINALINES (Vietnam National Ship ping Lines), which is also under direct control and management of the Ministry of Transport ，is the state-owned company responsible for shipping activities in Vietnam. It man ages: Hai Phong Port and Quang Ninh Port in the north, Da Nang Port in the central, Sai Gon Port and Can Tho Port in the south.
Local governments, such as cities and provinces, also take part in port management. For instance, Ben Nghe Port is directly under super vision and management of Department of Transport and Public Works of Ho Chi Minh City.
Some state-owned corporations, which are under control of provinces and cities, also manage ports. This is the ca of Hon Khoi Port managed by a salt company under control of People‟s Committee of Khanh Hoa province.
The participation of private ctor in port management in Vietnam is still very limited. Nationally, there are only two p orts that have the private ctor‟s participation so far: Ba Ria Serece in Phu My (Vung Tau province) as the joint-venture between Norway, French and Vietname partners; VICT as the joint-venture between NOL of Singapore, Mitsui & Co. of Japan and Southern Waterborne Trans port Company of Vietnam. The ports are under direct control and management of both Ministry of Transport and Ministry of Planning and Investment.
The role of Port Authority
The definition of term …port authority‟ and its functions in Vietnam is very different from other countries in the world. In 1977, a port authority was defined as …State, Municipal, public or private body, which is largely responsible for the tasks of construction, administration and sometimes the operation of port facilities and, in certain circumstances, for curity‟ (World Bank Port Reform Toolkit, 2001). This definition is sufficiently broad to accommodate the various port management models existing in the world. It also indicates that the port authority plays an important strategic role with wide responsibilities. In most cas, the port authority is the landowner and it can work out general guide lines for strategic development of owned ports and terminals.
Port operation and management
In parallel with institutional and administrative issues identified above, various operational and management problems at lected key ports can also been identified.
Pricing policy
The practice of maritime dues and fees at ports in Vietnam is also as diversified as the port administration and management system. Current framework of fees and dues are regulated by different government agencies as follows:
The Ministry of Finance regulates rates for tonnage fee, aids-to-navigation (ATN) fee, wharf age and documentary fee.
The Go vernment‟s Pricing Committee regulates rates for pilot age, tug rvice, mooring and unmooring, wharf age (elaborated from rates regulated by Ministry of Finance), opening and closing hatches, cleaning of hatches, rubbish collection, water supply, tallying, cargo handling charge, cargo storage charge and equipment hire/leasing.
Tariff analysis
The following tables indicate a comparative analysis between two cas of 3,000 TEU class ship an
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d 1,100 TEU class ship visiting ports in the ESCAP region. Port tariff is compared in terms of both nominal exchange rate and purchasing power parity.树大招风
Productivity
In order to further examine the efficiency of current Vietname ports, it is necessary that some key performance indicators are analyd. The following records indicate current handling productivity in normal working conditions:
It can be clearly en from the above that handling productivity at key Vietname ports, with the exception of VICT, is still relatively low compared with other ASEAN ports in the region which can reach about 25 boxes per unit crane per networking hour. This can be partly explained by the abnce of specialized handling equipment like ship-to-shore gantry cranes at some ports, skills of crane drivers, as well as internal management problems. Handling productivity at the quay is very important since it directly relates to the vesl‟s turnaround time in ports, meaning the economic justification for ship operators. However, ports also have a responsibility to en sure efficiency in their landside operations to sustain any benefits of efficiency in quayside operations.
Administrative procedures
Vietname ports are known for their cumber some administrative procedures for ships using their rvices. Before the Prime Minister‟s Decree No.55/2002/QD-TTg dated 23/04/2002 on reform of administrative procedures at a ports came into effect on 01/07/2002 with experimental application at Sai Gon Port, the ship‟s agent needed to gather more than 30 types of documents for a ship to visit Vietname ports. Moreover, it was also time-consuming since he had to arrange himlf to pick up all related agencies such as port authority, customs, immigration, medical officer etc for the same ship and take them onboard. In practice, it took about half day to gather all necessary related agencies, and about the same amount of time to bring them onboard and finish the job. This lengthened the ships‟ waiting time.
The reform of administrative procedures at aports stipulated that the port authority is the agency to co ordinate with all other related agencies, and the ship‟s agent only needs to submit necessary documents to the port authority. As a result of the reforms, in Ho Chi Minh City area, the number of vesl calls has incread by 30% after one year of implementation. However, such a reform has to be extended to all other ports.
Equipment and facilities
Facilities and equipment make up the “hard ware” of any ports and terminals. Al though they cannot provide an actual judgment as productivity and utilization indicators they are still important factors to evaluate the suit ability and capacity of ports and terminals in respon to customers‟ requirements. The following table provides a summary of facilities
