Technical Report No. 8 PORT AND SHIPPING

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I-4-17 Vietnam National Transport Strategy Study (VITRANSS) Technical Report No. 8 Shipping and Ports fourth criterion will really depend on the economic development in the south and the development policy on regional port system that will encourage container cargo trade to Vung Tau. Last but not least is Vietnam’s inherent weakness. Hong Kong and Singapore have exerted effort to attract the capital investment of foreign shipping lines as well as forwarders. Today, Singapore aims to become a regional business hub, encouraging foreign shipping lines to locate their regional headquarters in Singapore by giving them tax incentives. On the other hand, the Vietnamese government has not opened the transport industry to foreign investment. According to the ASEAN Framework Agreement on Services and its Protocols (CPC7212), government: (1) Allows foreign shipping companies to establish a representative office only; (2) Restricts representative offices of foreign shipping companies from conducting business activities in Vietnam; and (3) Requires foreign shipping companies to appoint their Vietnamese shipping agency counterpart as its general agent to supply maritime services. 4) A Transshipment Port in the Central Region The VITRANSS Study Team recognizes some issues related to transshipment port in central Vietnam. According to MOT Decision No. 608/QD-GTVT (13 March 1999), the Vietnamese government has a study plan to create a transshipment port facility at two candidate sites, i.e., Chan May and Vang Phong in the central region. However, when compared with the Vung Tau project, the viability of both sites is lower due to scarce hinterland population and inactive economy even if some parts of Lao and Cambodia are included. It is true that there is some opportunity for a mega shipping line to construct a private transshipment port regardless of hinterland development. Evergreen, ranking second as the global container carrier, made such MOUs with the Indonesian government for a port at Batam Island (20km south from Singapore) in 1993 and the Vietnamese government at Vung Tau in 1996. However, both MOUs are not in effect anymore, thus hindering port construction. Moreover, due to the inconvenient location, a transshipment port in the central region would apparently burden many shippers and consignees with additional transport costs. Therefore the project cannot justify tapping any public fund for port construction and related infrastructure development.
5 SHIPPING DEVELOPMENT STRATEGIES 5.1 Strengthening Maritime Administration I-5-1 Vietnam National Transport Strategy Study (VITRANSS) Technical Report No. 8 Shipping and Ports Vietnam’s shipping industry is composed of various service sectors including: • State-owned enterprises under VINALINES • State-owned enterprises under the MOT • Local government-owned enterprises • Joint venture companies • State-owned corporation • Private corporation • Private companies • State-owned enterprises under the Ministry of Industry • State-owned enterprises under the defense force In general, shipping activities and port operation are conducted individually by each sector. Thus, overall administrative control is required to implement a nationwide policy in the maritime subsector, excluding national defense. Although the MOT and VINAMARINE have issued Directive No. 356/1998/CT- BGTVT and Notification 1950/TB-CHHVN to intensify administrative reform in management activities, there has been no distinct change. It has been presumed that some sectors in the industry might have close relations with government authorities thus undermining VINAMARINE’s authority. As far as the whole shipping administration is concerned, VINAMARINE should be an exclusive organization with control over all maritime activities as authorized by government and the MOT. It is expected that in the coming years, the maritime subsector in Vietnam will have to address its problems to enable it to expand, modernize and rehabilitate its shipping fleet and port facilities. This would also require government to enforce uniform and consistent policies for the subsector. The maritime subsector of Vietnam needs to regulate itself in accordance with international requirements as stipulated in related conventions. VINAMARINE’s cooperation is highly expected, particularly since the Government of Vietnam has agreed with and signed the MOU on port state control in the Asia-Pacific region (Tokyo MOU) in 1996, and which took effect on 1 January 1999. The main objectives of this MOU are: 1) to establish an effective port state control regime in the Asia-Pacific region through cooperation and harmonization; 2) to eliminate substandard shipping to promote maritime safety; and 3) to protect the marine environment and safeguard working and living conditions on board the ships. Toward this end, the role of the VMSA should be intensified to enable the country to
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Japan International Cooperation Age
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PART I: SHIPPING Technical Report N
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Glossary ADB Asian Development Bank
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Part I SHIPPING
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I-2-1 Vietnam National Transport St
Page 11 and 12: 2.2 Ongoing and Committed Projects
Page 13 and 14: I-2-5 Vietnam National Transport St
Page 15 and 16: 3 CURRENT SITUATION 3.1 Administrat
Page 19 and 20: 3.2 Industrial Framework Vietnam Na
Page 23 and 24: Table 3.2.1 continued I-3-9 Vietnam
Page 25 and 26: I-3-11 Vietnam National Transport S
Page 27 and 28: Owner Type 10000 ALL DWT % State 9
Page 39 and 40: 3.4 Safety Enhancement and Environm
Page 41 and 42: Recent Undertakings Box 3.4.1 Port
Page 43 and 44: I-3-29 Table 3.4.4 Accession Status
Page 45 and 46: VM Petroleum Standing Committee Fig
Page 53 and 54: Passenger Ship Cargo Ship (3) Chart
Page 55 and 56: Introduction I-4-10 Vietnam Nationa
Page 57 and 58: Figure 4.2.1 Historical Scale-up of
Page 61: I-4-16 Vietnam National Transport S
Page 71 and 72: Table 5.3.2 Fleet Development plan
Page 75 and 76: 1 INTRODUCTION II-1-1 Vietnam Natio
Page 77 and 78: 3) Coastal Shipping (JICA), March 1
Page 79 and 80: 6) HCMC (United Kingdom), January 1
Page 81 and 82: 2.3 Government Plan and Policy Deve
Page 83 and 84: 3 CURRENT SITUATION 3.1 Port Admini
Page 85 and 86: II-3-3 Vietnam National Transport S
Page 87 and 88: Figure 3.2.1 Ports in Vietnam II-3-
Page 89 and 90: Box 3.3.1 Required Water Depth as F
Page 91 and 92: Source: VINAMARINE Annual Report in
Page 93 and 94: ton ton ton ton II-3-11 Vietnam Nat
Page 95 and 96: 3.5 Finance and Management Role of
Page 97 and 98: Table3.5.2 Estimated Capital Invest
Page 99 and 100: 4 DISCUSSIONS ON KEY PLANNING ISSUE
Page 101 and 102: 4.2 Future Development Requirements
Page 103 and 104: (3) Empty Container Ratio II-4-5 Vi
Page 105 and 106: Table 4.2.7 Port Capacity by Cargo
Page 107 and 108: II-4-9 Figure 4.3.1 Location of Hai
Page 109 and 110: 4.4 Other Key Issues 1) Port Hierar
Page 111 and 112: II-4-13 Vietnam National Transport
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Table 4.4.4 Weekly Loading Plan for
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5 PROPOSED PORT DEVELOPMENT (2001-2
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Table 5.1.4 Port Hinterland by Prov
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Table 5.1.9 Port Traffic in Souther
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Table 5.2.5 Required Capacity up to
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5.3 Identified Projects for the Mas
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II-5-11 Vietnam National Transport
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(6) Nha Trang Port Development II-5
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(2) Ho Chi Minh City General Ports
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Figure 5.3.1 Development Plan of Ca
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Dung Quat Figure 5.3.5 Development
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Figure 5.3.9 Development Plan of Po
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II-5-23 Vietnam National Transport
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The tentative investment schedule i
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APPENDIX A DETAILED PORT DEVELOPMEN
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(Table A.1 continued) No. Name Pres
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(Table A.1continued) Present status
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Table A.2 Investment Capital for Po
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Table B.2 Intra-Asia Container Port
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Table B.4 Multipurpose Wharf for Co
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Notes: Planning base year is 2020.
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Technical Report No. 8 PORT AND SHIPPING

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