February 2012 Prepared for: The Ministry of Economy, Trade and

Transcription

STUDY ON ECONOMIC PARTNERSHIP PROJECTS
IN DEVELOPING COUNTRIES IN FY2011
STUDY ON THE VESSEL NAVIGATION AND SECURITY
MANAGEMENT NETWORK REINFORCEMENT
PROJECT IN THE SOCIALIST REPUBLIC OF VIETNAM
FINAL REPORT
February 2012
Prepared for:
The Ministry of Economy, Trade and Industry
Prepared by:
Japan Radio Co., Ltd.
TOYOTA TSUSHO CORPORATION
Preface
This Report describes the results of the “Study of Forming Japanese Yen Loan Projects” that Ministry of
Economy, Trade and Industry has awarded as the project for the fiscal year of 2011 to Japan Radio Co.,
Ltd. and Toyota Tsusho Corporation.
Vietnam is facing the impending problem of maintaining the safety of vessel navigation at its main sea
ports and routes in response to the increasing vessel traffic due to the port development projects in
progress. To solve this problem unique to this country, the “Study on the Vessel Navigation and
Security Management Network Reinforcement Project in the Socialist Republic of Vietnam” was taken
up in the framework of the above Project Forming Study. This Study was intended to make the
feasibility study of the Project for developing the vessel traffic surveillance network using VTS/AIS and
other systems.
We would sincerely appreciate it if this Report helps realize the above Project and furnish useful
information to the persons or parties concerned with such problems in Vietnam.
With best regards,
February 2012
Toyota Tsusho Corporation
Figure
Project Location Map
200km
Source : Prepared by study team based on Google map
Abbreviation Table
No.
Abbreviation
1 ADB
2 AIS
3 ASEAN
4 B/C
5 BOT
6 BTO
7 CDM
8 CIF
9 CPI
10 DWT
11 ECDIS
12 EIA
13 EIRR
14 ETS
15 FIRR
16 GDP
17 GFS
18 GIS
19 GTW
20 GMDSS
21 IMO
22 JICA
23 MA
24 MARD
25 MOT
26 MONRE
27 MPI
28 NEDO
29 NM
30 NPV
31 ODA
32 PMU
33 PPP
34 PSSA
35 RCC
36 SAR
37 SCF
38 SEA
39 SOLAS
40 S&R
41 VINALINE
42 Vinamarine
43 VINASARCOM
44 VISHIPPEL
45 VIWA
46 VMRCC
47 VMS
48 VMSI
49 VND
50 VNPT
51 VPA
52 VPN
53 VTS
54 WTO
Full Name
Asian Development Bank
Automatic Identification System
Association of Southeast Asian Nations
Benefit Cost Ratio
Build-operate-transfer
Build-transfer-operate
Clean Development Mechanism
Cost, Insurance and Freight
Consumer's Price Index
deadweight tons(tonnage)
Electronic Chart Display and Information System
Environmental Impact Assessment
Economical Internal Rate of Return
Emmision Trading Scheme
Financial Internal rate of return
Gross domestic product
Government Finance Statistics
Geographic Information System
Gross tonnage weight
Global Maritime Distress and Safety System
International Maritime Organization
Japan international cooperation Agency
Maritime Administration
Ministry of Agriculture and Rural Development
Ministory of Transport
Ministry of Natural Resource and Environment
Ministry of Planning and Investment
New Energy and Industrial Technology Development Organization
Naurtical Mile
Net Present Value
Official development assistance
Project Management Unit
Public Private Partnership
ParticularlySensitiveSea Area
Rescue Co-ordination Center
Search and Rescue
Standard Conversion Factor
Strategic Environmental Assessment
The international Convention for the Safety of Life
Searh & Rescue
Vietnam National Shipping Lines
Vietnam National Maritime Bureau
National Committee for Search and Rescue
Vietnam Ship Communication and Electronic Company
Vietnam Inland Waterway Administration
Vietnam Maritime Search and Rescue Co-ordination Center
Vietnam Maritime Safety Agency
Vietnam Maritime Safety Inspectorate
Viet Nam Don
Vietnam Post and Telecommunication Group
Vietnam Seaports Associatio
Virtual Private Network
Vessel Traffic Management System
World Trade Organization
Table of Contents
Executive Summary
1. Background and Necessity of the Project
S-1
2. Basic Policy to determine the Project Scope of Work
S-1
3. Outline of the Project
S-3
4. Project Implementation Schedule
S-8
5. Feasibility for the Implementation of Project
S-9
6. Technical Predominance of Japanese Companies
S-10
7. Expected Risk/Problems for Implementation of the Project
S-11
8. Project Location Map
S-12
Chapter 1. Overview of the Host Country and Sector
1. Economic and Financial Projects in Vietnam
1-1
2. Outline of Target Sectors for Projects
1-9
3. Conditions of Target Areas
1-12
Chapter 2.
Study Methodology
1. Study Methodology
2-1
2. Study Method and Organization
2-2
3. Study Schedule
2-3
Chapter 3.
Justification, Objectives and Technical Feasibility of the Project
3-1
2. Examinations for Determination of Items of the Project
3-20
3-35
Chapter 4.
Evaluation of Environmental and Social Impacts
1. Analysis into Actual Conditions in Environmental Aspect
4-1
2. Expected improvement with the Project
4-2
3. Environmental and Social Concerns due to the Project
4-3
4. Outline of Vietnamese Legislation for Environmental and Social Considerations
4-10
5. Responsibilities of Vietnam (Implementing Agency and Other Related Agencies) for
Implementing the Project
4-11
Chapter5.
Financial and Economic Evaluation
1. Project Cost
5-1
2. Outline of Results of Preliminary Financial and Economic Analysis
5-4
Chapter 6.
Planned Project Schedule
1. Project Phase
6-1
2. Considerations for Project Schedule
6-2
Chapter 7.
Implementing Organization
1. Outline of Implementing Agency of Vietnam
7-1
2. Organizational System to Implement the Project in Vietnam
7-3
3. Capacity Assessment of Implementing Agency of Vietnam and Countermeasures
7-6
Chapter 8.
Technical Advantages of Japanese Companies
1. International Competitiveness of Japanese Companies and Possibility of Contract
Award to Japan
8-1
2. Main Equipment Items and Amounts with Possibility of Procurement from Japan
8-4
3. Necessary Measures for Promotion of Contract Award to Japanese Companies
8-6
Executive Summary
The Socialist Republic of Vietnam installed the Global Maritime Distress and Safety System (GMDSS) at
main ports and rivers under the Japanese yen loan for the period of March 2000 to January 2007 to perform
the SOLAS Convention (International Convention for the Safety of Life at Sea) and the SAR Convention
(International Convention for Maritime Search and Rescue) as required by International Maritime
Organization (IMO). This Project was highly evaluated by the Vietnam-Japan joint evaluation of this
Project made in 2008, but it was recommended to build up the Vietnamese capacity to fully comply with
the provisions of the said International Conventions by introducing the Automatic Identification System
(AIS) and the Vessel Traffic System (VTS).
After Vietnam has recently become a member of the WTO, the economic globalization has increased the
imported and exported cargo volumes. Vietnam has a long coastline of about 3,200km extending from
north to south and rivers with a total length of 198,000km and many ports are distributed along the
coastline and the river. In the international trade, the marine transportation accounts for over 80% and the
domestic cargo transportation from south to north depends largely upon sea transportation.
Therefore, it is considered that the future increase of cargo handling volumes at main ports will necessarily
face the some problems, to which the Vietnamese Government should make urgent solutions; (1) Securing
the safety of navigation in coastal waters and main rivers in Vietnam; (2) Building up the capacity of sea
transportation by efficient operation of port facilities; (3) Reinforcing the action against ocean pollution due
to sea accidents; and (4) Reducing the CO2 emissions from growing marine transportation.
In this background, the Study of port development project will be conducted through collection of
information and hearing with related agencies. In addition, the project for development of the system for
vessel traffic surveillance and the system maintenance and operation program will be planned through the
examination of them from the following viewpoints:
1)
2)
3)
4)
5)
Securing the safety of vessels’ navigation;
Enhancing the efficiency of port maintenance and operation;
Taking the measure for protecting the ocean environment in the surrounding waters
of ports;
Reducing the CO2 emissions in navigation of vessels; and
Establishing the concentrated port management system in Vietnam
2. Basic Policy to determine the Project Scope of Work
2.1 Basic Concept
1) According to the port development plan, the monitoring system (such as VTS) should be installed
to watch the movement of vessels in port and on route.
2) For the port operation, the information of vessels should be collected by using of VTS/AIS and so
on.
3) To keep the safety of vessel traffic and the high efficiency of port operation, maritime
Geographical Information System (GIS) should be introduced for narrow channel and intercept
of route in port. And the information should be disseminated to vessels/users.
2.2 Problems and Solutions
Many ports in Vietnam are located along river basins and the vessel’s draft is shallow and largely
affected by the fall and rise of the tide. Large-type vessels have to use barges for cargo loading and
unloading at present. This problem resulting in very inefficient marine transportation has already been
pointed out. As the ports are located along rivers, their site areas are limited and restrictive for
construction of large-scale crane facilities and storehouses. Therefore, the transportation cost becomes
high even though the production cost is set to a low value, and the cost competitiveness that the port
areas should originally have is reduced. As the measure for buildup of the marine transportation for
S-1
the time being, it is considered to develop the ports having deep waters to ensure large vessels to
berth, in particular, aiming at international gateway ports.
Such unique feature of the Vietnamese ports is an impediment to plan a long-term national port
development project. In the Master Plan, the functions of ports including international gateway ports
and local hub ports are defined clearly to set the priority order of development and to start the efforts
to formulate the comprehensive policy covering all the ports of different categories. The port
development project was submitted by Vinamarine through Ministry of Transport to the Prime
Minister Office and approved in July 2009. It is planned that this project will be implemented to
construct the necessary port infrastructure and facilities by 2020 looking to 2030.
The basic systems as the solutions for the problems in port will be outlined below.
a. VTS outline and functions:
The Vessel Traffic System (VTS) consists of radar equipment, AIS base station, camera
equipment, database, multiplex transmission equipment and VHF radio equipment. The
integrated information is displayed on the radar monitor for the concentrated management of
vessel traffic in providing effective information for vessel traffic safety and efficient operation of
port facilities.
b. AIS outline and functions:
The Automatic Identification System ( AIS ) is designed to broadcast the information including
navigational information such as vessel’s position, course and speed, vessel’s name and cargo
information in the VHF band to receive and display the vessel information transmitted from other
vessels.Under the International Convention for the Safety Of Life At Sea(SOLAS)Convention as
revised in 2000, after July 1, 2002 are obligated to carry the AIS on and after that data, and the
existing vessels are obligated to carry the AIS for the period from July 1, 2002 to July 1, 2008.
c. Environmental GIS outline and functions
The environmental GIS (Geographic Information System) collects various types of information
from shore-based radar stations, shore-based AIS stations, vessels and meteorological support
sites as necessary and stores such information as the database in order to display it on multiple
monitors and PCs and provide it to the external.
2.3 Expected effects
By the development of VTS/AIS and environmental GIS to provide various types of information in a
comprehensive manner, the following effects can be expected:
1) VTS, AIS and the oceanic environmental GIS will effectively function to secure the safety of
navigation and reduce the congestion in ports and narrow channels, contributing to the buildup of
marine transportation capacity and the reinforcement of investment environment and export
capacity.
2) Those systems integrated with the existing GMDSS will allow the safety on main routes to be
secured quickly, in particular in event of vessel distress.
3) The energy efficiency control on vessels will allow CO2 emission control and reduction, bringing
large economic effects in the environmental aspect.
4) The information of vessel/port in Vietnam will be provided to the vessel and port users, included
the Maritime Administration as the management organization of port. The integrated
management of such information will be enhance the organization of Port Authorities.
5) Vietnam is located at the gateway of the Southern Economic Corridor (Thailand, Cambodia and
Vietnam) and the East-West Economic Corridor (Thailand, Laos, Myanmar and Vietnam), and it
is expected to shorten the lead time of agricultural and industrial products from the surrounding
countries and increase the frequency of transportation. The high spin-off effect to promote the
economic growth in the ASEAN countries is also expected.
6) The Vietnamese Government plans to increase the export to 4 times or more for the future 10
years. If the export industry is revitalized in Vietnam, it is expected that the import and export
in or from Japan will grow, promoting the economic growth in both countries.
S-2
3.1 Basic Concept for the project
(1)
The ports to be developed in Phase 1 will be Hon Gai, Hai Phong, Da Nang, Vung Tau (Ba Rịa Vung Tau) as shown in Figure.A-1, TP.Ho Chi Minh and the management and monitoring system
for vessel traffic at each port at the headquarter of Vinamarine, and it is planned to start their
construction works in May 2013 and complete them in March 2016 (FY2015).
(2)
The Phase 2 of the Project includes 11 ports and some additional works in Vinamarine headquarter
as shown in the Figure. A-1. The construction work is planned to be started in July 2017 and
completed in December 2020.
3.2 Configuration of the project
(1)
Construction of radar sites
A total of 15 radar sites will be constructed to configure the VTS and AIS at each of the main ports
and a radio transmitting/receiving station will also be installed at each radar site.
(2)
Construction of VTS and AIS network
The vessel information, channel information and port information to be transmitted from VTS and
AIS will be integrated at each Maritime Administration, which will be networked with each adjacent
Maritime Administration and the Vinamarine headquarters via links.
(3)
Installation of oceanic environment GIS at Data Center
As there are the problems of narrow channels and congested waters at main ports, the oceanic
environment GIS will be installed at the Data Center to support the energy saving navigation and
shorter waiting time off shore from the environmental viewpoint.
3.3. Project Cost
The Project will be carried out in 2 phases to be completed in 2015 and in 2020 respectively. The total
project cost for Phase 1and Phase 2 is shown as bellow;
Table 1 Total Costs of Project for Phase 1 and Phase 2
Japanese Yen
No
Item
VND(,000)
(1,000)
Vessel Traffic monitoring and management
1
¥11,205,900
system
2 Construction
VND293,714,359
3 Installation, inspections
¥1,670,784
4 Training and O&M Support
¥154,417
Total(1-4)
¥13,031,101
VND293,714,359
5 Consulting fee
¥757,724
VND 14,685,718
Total(1-5)
¥13,788,825
VND308,400,077
6 Contingency
¥689,441
VND15,420,003
Total(1-6)
¥14,478,266
VND323,820,081
Total(Thousand Japanese Yen)
¥14,478,266
¥1,221,963
（ Total project cost in JPY,000
¥15,700,228 )
Total(Thousand US$)
$185,619
$15,666
Source : Prepared by study team, Exchange rate: US$1=JPY 78.0; JPY1=265VND as of Nov. 2011
In estimation of the equipment investment amount, the equipment cost is estimated in the CIF price basis
and the local construction work cost is estimated by using the consumer price index to correct the
procurement costs in similar projects which have been implemented in Vietnam in recent years. The
consulting price is estimated on the basis of per diem operation cost.
S-3
3.4. Outline of Results of Preliminary Financial and Economic Analysis
3.4.1
Preliminary Financial Analysis
In regard to revenues in implementing this Project, it is impossible to collect any new fees from port users.
The main purpose of the VTS/AIS functionality is to realize efficient operation of ports and channels and
safety of navigation in ports for port and channel controllers. Usually, port and channel users pay the port
use tax or port dues for using port facilities. These typical charges are shown in Table 2 taking the
example of the example of Ho Chi Minh Port (Cat Lai container terminal).
Table 2 Breakdown of Port Use Charges by Example of Cat Lai Wharf of Ho Chi Minh Port1
No.
Item
Unit Cost
Remarks
1
Dockage charge
US$0.0031/hour/GT
Paid to: Maritime Administration(MA)
2
Tonnage tax
US$0.032/GT×2 (two-way)
Paid to: MA
3
Navigation due
US$0.1/GT× 2 (two-way)
Paid to: MA
4
Pilotage charge
US$0.0015/GT× distance× 2 (two-way)
Paid to: Pilot company
Standard Paid to:
5
Tag boat fee
US$800/10,000GT
tag boat company
Source : Prepared by study team
Note: No.1 through No.3 are the same across the entire country and No.4 and No.5 are a little different
from port to port. : MA stands for Maritime Administration
As mentioned above, the costs such as port facility charge for the port facilities to be constructed in this
Project are collected as other charge items and it is considered as difficult for VINAMARINE to raise such
charges by implementing this Project. As this Project will be implemented in 2 phases as described in the
preceding Section, the maintenance and operation expenses for the facilities to be constructed in this
Project may be different because the M&O system is different after completion of Phase 1 and after
completion of the entire Project. Therefore, the maintenance operation expenses are estimated in referring
to the present budget scale and number of personnel of VINAMARINE as shown in Table 3.
Table 3
Maintenance and Operation Expenses per Employee
(based on price as of November 2011)
Unit Price
Unit Price
Item
(dong)
(USD)
Remarks
Wages
70,000,000
3,387
Electricity charge
30,000,000
1,451
Communications cost
1,500,000
73
Fuel cost
14,000,000
677
Other expenses
6,000,000
290
Source : Prepared by study team, Exchange rate: US$1=JPY 78.0; JPY1=265VND as of 2011
Table 4
IP network charge per point (based on November 2011)
Unit Cost
Unit Cost
Item
Remarks
(dong)
(USD)
581
Annual IP network charge
12,,000,000
IP network subscription fee
1,000,000
48 Only at the time of subscription
Source : Wideband service triff (Vietnam Post and Telecommunication)
In addition, the financial analysis of this Project was made on the following conditions:
1
a.
Period for assessment:
The durable service life of the equipment is 20 years.
b.
Currency exchange rate:
1 yen = 265VND ; US$1 = 78 yen (as of November 2011)
By interview with shipping companies in Vietnam as of October 2011.
S-4
c.
Inflation:
The inflation has an impartial influence on revenue and expenditure. The inflation rate is estimated
to be 9.26% in average over the previous year based on the average of the consumer price indexes
for 8 years from 2003 to 2010.
d.
Exchange rate between foreign currency and Vietnamese dong:
According to the currency policy of the Vietnamese authority, the currency rate between the domestic
currency and USD currency was depreciated yearly at 3.36% in average for 8 years from 2003 to
2010 and it is anticipated that it will decrease at the same rate in future2. The exchange rate
between USD and JPY is assumed to be constant.
e.
Investment amount:
The demand for funds during the periods of construction works are assumed to be 30% for the initial
period, 40% for the medium period and 30% at the end of this Project based on the past experience in
similar projects. For the foreign currency for assessment, the assessed amount in the currency
depreciated to the USD currency will be used.
Since the equipment and systems will be installed at coastal area, their damages by sea air will be
considered and it is assumed that main equipment will be replaced every 10 years.
f.
Revenue:
Subsidy from Ministry of Transport is assumed as the revenue from the project. Subsidy is
assumed to cover the capital expenditure as well as Operation and maintenance expenses
g.
Discount Rate:
Discount rate is 15% which is the legal interest rate for applying on deposits with commercial banks.
The discount rate is used for conducting Net Present Vale (NPV) as well as Benefit-Cost ratio (B/C).
Under such conditions, Financial Rate of Return (FIRR), Net Present Value (NPV) and Benefit Cost Ratio
(B/C ratio) and those sensitivities are obtained: FIRR=0%, NPV=0, B/C=1 as shown in the following table.
Table 5
Case
Results of Preliminary Economic Analysis
FIRR
NPV
Base Case
0%
0
1
10% increase of
Investment
0%
0
1
10% decrease of minus -457 Bill. VND
Revenue
(2)
B/C
0.9
Remarks
Supposed as the subsidy covers increased amount
by 10%.
Supposed as the subsidy is cut off by 10%
Preliminary Economic Analysis
The benefit may be deprived by the sur-charge of the insurance on trade commodity. Nippon Kowa
insurance company require the surcharge on trade commodities/goods when shippers use aged vessels. The
percentage of surcharge varies depending on the age of vessels and indicates additional 0.1 % to regular
insurance rate in case of vessels of 10-15 years old. Some of Vietnamese shippers may accept as same
percentage as those if they use the safe navigation in ports. Therefore 0.1% on the trade value, which
usually stands for insurance value, is supposed as the benefit of the project. The domestic cargo is excluded
in the analysis.
1)
Benefit Calculation
Average benefit value per ton in Vietnam are shown in Table 6.
2
Source: Calculated based on various types of data of Statistics Directorate General of Vietnam
S-5
Table 6 Average benefit value per ton
Average value per ton of trade
US$2,527
Conducted trade value per trade Volume
commodities/goods
from the year 2000 to 2009 (1)
Proportion of trade volume to Volume of
7%
freight by transport sector
Additional surcharge % to the regular
0.1%
Equivalent to the surcharge of employing
insurance tariff
10-15 year vessel (2)
Average benefit value per ton
US$ 0.18
Source : Prepared by study team based on the data from (1) Statistical Office of Vietnam and (2)
Nippon Kowa Insurance Corporation
The number of ship’s calls, cargo handling volumes and number of containers at the ports for which this
Project will be implemented in Phase 1 and Phase 2.
Table 7
Year
Ports under Phase 1
Number of ship’s calls
Cargo handling
volume
Number of containers
Ports under Phase 2
Number of ship’s calls
Cargo handling
volume
Number of containers
Predicted Number of Beneficiary Vessels, Cargo Volume and
Number of Containers at Ports under this Project
2015
2020
2025
(vessels)
2030
2032
46,566
117,316
317,069
900,140
1,379,753
166,771
297,759
531,970
950,950
1,199,856
14,512,943
40,574,108
113,563,698
318,210,472
480,660,010
(vessels)
21,408
33,499
54,169
66,166
(t)
46,331
76,379
126,481
154,952
1,491,340
3,857,606
10,043,775
14,753,495
(t)
(TEU)
(TEU)
These predicted figures were obtained in the following procedure:
a. Calculation of growth rate from 2011 to 2032
The cargoes are divided into North, Central and South Regions because it is possible to adopt alternate
routes depending upon the grade of development of land and marine logistics networks. The number
of ship’s calls, cargo handling volume and container handling volumes that are changing in each of
such Regions for 5 years from 2005 and 20103 and the average growth rate in each year to the
previous year are obtained and the growth rate is applied to each of the ports under this Project.
b. Calculation of number of ship’s calls at each port and its growth rate
Based on the location of each port, the growth rate in each Region obtained in item a. above is applied
to the handling volumes at each port to calculate the number of ship’s calls at each port.
the benefit calculations, it is necessary to convert the prices into international prices, but such prices
will be not corrected based on the standard conversion factor because the source of value is supposed
as an international price.
2)
Cost Calculation
The equipment investment amounts and maintenance and operation expenses as described in the
Preliminary Financial Analysis are cost items. In this case, the differences between domestic prices
and international prices will be corrected by using the standard conversion factor as described later.
a. Standard Conversion Factor (SCF)
SCF is a coefficient to correct a distortion of a domestic price to the corresponding international price.
In this report, the SCF is calculated based on the import/export amounts and customs revenues from
2007 to 2009 as shown in Table 8.
3
Source:
Statistics materials of Vietnamese Port Association.
S-6
For details, refer to ANNEX-3.
Table 8
Import and Export Amounts and Import Customs Revenues in Vietnam
2007
2008
2009
Import amount (million USD)*
48,561.4
62,685.1
57,096.3
Export amount (million USD)*
62,764.7
80,713.8
69,948.8
Import customs revenue (million USD)**
3,439.9
5,582.0
4,511.9
Export customs revenue (million USD)**
0.0
0.0
0.0
Source : Prepared by study team, *: Statistics Directorate General of Vietnam,
**: WB Official exchange rate (LCU per US$, period average)
The calculation method is as follows:
SCF= 2007 – 2009 import/export total/(2007 – 2009 import/export total + Total customs revenue) =
0.966
Of the revenue, equipment investment amount, and maintenance and operation expenses, the
domestic procurement amount is multiplied by this SCF to obtain the international price.
b.
Exchange rate
As adopted in the preliminary financial analysis, the conversion rates: 1JPY = 265VND and 1USD =
78 JPY (as of November 2011) are applied.
c.
Inflation
Usually the inflation rate is excluded to have equal influence on both benefit and costs. As the
economic growth and the substantial increase in wages for employees are expected in Vietnam, the
inflation is estimated to rise at an annual increase rate of 9.26% over the previous year during the
period of assessment based on the average value of the consumer price indexes during 8 years from
2003 to 2010.
d.
Exchange rate between foreign currency and Vietnam dong
According to the currency policy of Vietnam authority, the currency exchange rate of Vietnamese
dong to US dollar was depreciated yearly at 3.06% in average for 8 years from 2003 to 2010. It is
also anticipated to be depreciated at the same rate in future4. On the other hand, it is assumed that
the exchange rate between US dollar and Japanese yen is constant.
e.
Investment amount
The demands for funds during the periods of construction works are estimated to be 30% in the initial
period, 40% in the medium period and 30% at the end of the Project. For the foreign exchange for
assessment, the assessed amount in the Vietnamese dong depreciated to the US dollar will be used.
3)
Sensitivity
The economical internal rate of return is calculated in the basic case and in the cases that the benefit
decreases 10% and that the equipment investment increases 10%. The preliminary internal rates of
return calculated in the above conditions are shown in Table 9.
Table 9
Case
Results of Preliminary Economic Analysis
Preliminary internal rate of
NPV
return (%)
(Billion VND)
39%
138,786
37%
115,727
Basic case
Benefit decrease rate of
10%
Equipment investment
increase rate of 10%
37%
129,228
B/C
6.22
5.44
5.51
In this benefit calculation, althought it is addressed to the cargo values expecting domestic cargo value,
4
Source:
Calculated based on the data issued by Vietnam Statistics Directorate General
S-7
the results of preliminary economic analysis show that the benefit in each of the above three cases exceed
15% (The legal interest rate of deposit with commercial banks is around 15% as November, 2011) as a
target in this project to be implentated in Vietnam.
Therefore, it can be conducted that this Project will be feasible from the view point of economy.
3.5
Influence on Environmental and Social Aspects by Implementing the Project
3.5.1 Influence on Environmental and Social Aspects
This Project will mainly use the existing port facilities and port communications systems, but it is necessary
to develop a site with the area of 200 – 300 m2 and construct a machine house (with a floor area of 100m2)
and a tower (with a height of 30m) in the vicinity of each of the main ports. These construction works
will have little impact on the surrounding environment of each port area and are classified as Category C.
which is the “Guidelines for Environmental and Social Considerations” set by Japan International
Cooperation Agency (JICA), which means they are likely to have minimal or little adverse impact on the
environment and society. The countermeasures is left to Implementation agency and carried out based on
the Vietnamese legistlations.
The details of items to be prepared by Vinamarine are described in the “Check List” in “Appendix Screening Form to the JICA “Guidelines for Environmental and Social Considerations”.
3.5.2 Outline of Vietnamese Legislation for Environmental and Social Considerations
The Vietnamese Government revised the Environmental Protection Law in full scale in 2005 and
introduced the Strategic Environmental Assessment(SEA)into it. In 2006-“Decree for the detailed
enforcement regulations and guidelines for the Environmental Protection Law”(Decree No.
80/2006/ND-CP)is decided as “All national projects are required to subject to the strategic environmental
assessment(SEA).2” and “The environmental impact assessment report shall accompany the Feasibility
Study Report”
In the future, the Environmental Impact Assessment (EIA) should be made within the framework of the
feasibility study of this Project and ahead of the stage of implementing this Project. The Revised
Environmental Law and the related decrees provide that the EIA shall be made for the following:
1) Important national projects;
2) Partial use of nature protection districts, national parks, historical and cultural remains districts,
natural heritages, registered places of scenic beauty, and projects having adverse impacts on
environment;
3) Projects that may have adverse impacts on water sources, river basins, coastal areas and ecological
system protection districts;
4) Infrastructure construction projects in economic districts, industrial complexes, high-tech
complexes, export processing zones and household industry villages;
5) New construction projects in urban areas and concentrated housing areas;
6) Projects exploring and using large-scale groundwater and natural resources; and
7) Other projects which may have large adverse impacts on environment.
4．Project Implementation Schedule
The ports for which this Project will be implemented in Phase 1 are Hon Gai and Hai Phong in the North
Region and Vung Tau and Ho Chi Minh in the South Region, which have been more congested along with
the increasing cargos for logistics than ever. In addition, Da Nang Port in the Central Region which is
expected to function as the logistics base for the East of Thailand and the South of Laos as a result of
ASEAN Integration in 2015 will be covered by Phase１ . These 5 ports are defined as “International
Gateway Ports” or “Hub Port for the surrounding ports in Each Area” in the Master Plan.
The Phase 2 will cover a total of 11 ports: Nghi Son, Nghe An, Vung Ang, Dung Quat, Quy Nhon, Van
Phong, Nha Trang, Vinh Tan, Ke Ga, Dong Nai and Can Tho, which are functioning as the logistics base
S-8
for individual areas and in the hinterland of which large-scale industrial complexes and huge power
generation plants are constructed. After completion of Phase 1, it will be necessary to develop a system to
maintain the safety of vessels using the ports and build up the port maintenance and operation. In
consideration of this, it is anticipated that a period of about one year will be taken to develop this system
and that, after the one-year period, the developed system will be deployed in the ports covered by Phase 2.
The standard schedule to implement this Project based on the above plans is shown in Table A-1.
5．Feasibility for the Implementation of Project
5.1 Prospect of Financing for the Proposed Project
The Vietnamese economy has shown the growth rate of over 7% since 2000 except a period of world
economic crisis in 2008. The Five-Year Economic and Social Development Plan (2011 – 2015) of
Vietnam is intended to continue to reform the economic structure, build up the competitiveness of the
national economy and accelerate its integration with the world economy, aiming at sustaining the annual
economic growth of 7 to 8% in average stably up to 2020. On the contrary of its positive policy of
revitalizing its economy, however, Vietnam has brought its national financial condition into a revenue
shortfall continuously since 2005. The investments in its economic infrastructure which will be required
to be developed in the future rely on the loans within the country and from foreign countries. This
situation will probably continue to the future.
Vietnam Ministry of Transport has concentrated its efforts on development of the network of land and
marine transportation which has been the bottleneck of economic development in Vietnam so far. It has
estimated that the investment for port development up to 2020 will be 360 to 440 trillion VND and that
approximately 8.6 billion VND (=32 billion Japanese Yen) will be required for development of VTS/AIS
etc to ensure the safety at main ports. Vinamarine, MOT and MPI expect these fund sources from
overseas funds and ODA funds.
5.2 Capacity Assessment of Implementing Agency of Vietnam and Countermeasures
Vinamarine implemented the “Radio Coast Station Development Project (1997 – 2007)” to maintain safety
of vessel traffic and to take quick action in event of sea accident under the Japanese yen loan and
introduced the Global Maritime Distress and Safety System. In addition, in the background of the
increasing cargo handling volume at main ports in Vietnam along with the drastic increase of marine
transportation volume, it was the urgent necessity to operate the port facilities in an efficient and safe
manner. In March 2005, Vinamarine made the field surveys aiming at introducing the Vessel Traffic
System in Vietnam and made the feasibility study in the technical and cost aspects on this Project
independently.
The “Radio Coast Station Development Project” as mentioned above received very high evaluation in the
assessment made by the Vietnam – Japan joint assessment team after completion of the Japanese yen loan
project, saying “this Project has no problem in terms of the capacity of the implementing agency and the
maintenance and operation system and is expected for high sustainability.” As a result, the project
implementing capacity of Vinamarine was proved. As it was experienced in the Radio Coast Station
Project Phase I and Phase II and familiarized with the Japanese yen loan scheme, Vinamarine is expected to
able to implement the new Project in a seamless manner.
In September 2011, one JICA expert was dispatched to Vinamarine to give professional advice on the
technical cooperation in port operation and maintenance and the development of the Vessel Traffic System
and the Distress and Safety System. Based on the expert’s advice, therefore, Vinamarine has established a
support system to implement this Project.
The operation and maintenance of the Vessel Traffic System to be introduced in this Project will be
undertaken by each Maritime Administration under the control of Vinamarine. Cat Hai Branch of Hai
Phong Maritime Administration has already enforced the 24-hour system for watching Ha Nam channel by
the means of VHF and other communications and will have no problem with its maintenance and operation
capacity if the VTS is introduced.
5.3 Plan of Supporting the Implementing Agency of Vietnam
S-9
The actual operator of the Vessel traffic System which is expected to be introduced in this Project will be
each of the Maritime Administration under the control of Vinamarine. However, it is necessary to
organize the Project Management Unit (PMU) in Vinamarine in order to make centralized management of
the entire Project because this Project is aiming at introducing the integrated system for the purpose of
strengthening the linkage between Maritime Administrations, but each Maritime Administration will not
launch an organization to implement a project individually.
To implement this Project by making the use of ODA fund, the PMU should be established under the
decision of Prime Minister Office 131/2006/ND-CP “Decree on Issuance of Regulation on Management
and Utilization of Official Development Assistance” and in accordance with the following procedure:
1)
2)
3)
Ministry of Planning and Investment will issue the Notification on the organization chart, functions
and roles of the PMU;
Ministry of Planning and Investment and Ministry of Transportation will approve the documents on
this Project before the implementing agency will issue the decision on establishment of the PMU;
The implementing agency will employ a Consultant in charge of management of the Project in
accordance with the related law or regulation of Vietnam.
6. Technical Predominance of Japanese Companies
One of the objectives of this Project is to introduce an integrated Vessel Traffic System in Vietnam. It is
important to develop a VTS in each port individually for “activating the port” and “maintaining safety and
security”, but the information gathered by means of the VTS can be used effectively for “joint use of
information by adjacent ports”, “use for vessel navigation services”, “supervision of channel equipment”,
“countermeasure for congested water areas”, “channel traffic analysis for improvement”, “sea accident
analysis”, “ocean pollution analysis” and “CO2 emission regulation”.
This Project is intended to network individual VTS systems as an integrated system to allow the joint use of
information by and dissemination of information to related agencies. The dissemination of information to
related agencies is made in the form of access to Web which requires no dedicated terminal or software.
As the information to be handled and required by information users is diverse, it is necessary to establish
the forms of display which are different depending upon types of information.
For this purpose, the integrated VTS will adopt the Geographic Information System (GIS) for joint use of
information by different users and be configured with multi-layer architecture to register each type of
information per layer and with system expandability allowing the information users to select necessary
information easily. The GIS-based information technology is absolutely required for the integrated VTS,
in addition to the conventional VTS technology.
At present, the researches on “Oceanic GIS” in which the GIS multi-layer architecture is used in the
maritime and oceanic systems are made by universities and institutes in Japan. In 2010, Tokyo University
of Marine Science and Technology developed the “Advanced Navigation System” ahead of the world,
which is used for ship operation management, vessel movement analysis and optimum routing researches.
For the regulation of CO2 emissions from vessels by IMO (International Maritime Organization), the
Maritime Bureau, Ministry of Land, Infrastructure, Transport and Tourism, Japan advocates the
environmental contents strongly to the world and Japan is recognized as a “Country propelling ocean
environment forward.” In July 2011, the IMO regulation of CO2 emission from vessels was approved and
the shipping operators will be called for the control of CO2 emissions under this IMO regulation. For the
ship operation management taking account of the CO2 emission regulation, the systems adopting the
Marine GIS are deemed to be effective for handling diverse types of information and the Marine GIS will
be spread not only among universities and institutes, but also to the oceanic and maritime centers and ship
operation management centers.
For ship operation management, the GIS is surely used to display ship’s positions as used in Europe, but
there are only a few examples of full-scale “Marine GIS” with multi-layer architecture. In Japan, some
S-10
private shipping companies have introduced the “Marine GIS” in their systems aiming at advanced ship
operation management.
In addition, independent administrative institution, New Energy and Industrial Technology Development
Organization(NEDO) announced to make the study of actual conditions of ship operations in the
framework of the “Project Finding Study for the Project for Support of Efficient Operation of Cement
Transport Vessels In this project, the survey of energy saving volume that can be improved in the system
to support the vessel operation plan is made by using the Japanese technology “Marine GIS”. As
mentioned above, the Marine GIS technology in multi-layer architecture has been attracting keen attention
overseas as well as in Japan.
In taking into consideration the details as described above and the development of contents in the
cooperative projects by academic, industrial and public sectors in Japan, the possibility of the contract for
this Project being awarded to Japan is deemed to be considerably high.
7. Expected Risk/Problems for Implementation of the Project
To achieve this project, Vietnamese Government will make the Feasibility Study and that the study report
will be submitted to Ministry of Planning and Investment and finally that this Project will be listed up in the
long list. Vinamarine will make mutual discussions with Planning and Investment Department of Ministry
of Transport and Ministry of Planning and Investment to take the official procedure to make the request for
yen loan from Japan.
In the stage of next Feasibility Study, the implementation agency must acquire the approval by submitting
EIA report complied with "Revised Environmental Law and related ordinance.
Preparation of EIA report is stipulated to carried out at the time of preparing Feasibility Study report, and
must be submitted the report to Ministry of Transport with feasibility study report.
The implementation agency is required to submit EIA report to Ministry of Transport with the feasibility
study report, and then Ministry of Transport immediately forwards EIA report to MONRE. MONRE takes
at least 3 months for the evaluation, and it approves the project implementation.
It is necessary to organize the Project Management Unit (PMU) in Vinamarine in order to make centralized
management of the entire Project because this Project is aiming at introducing the integrated system for the
purpose of strengthening the linkage between Maritime Administrations, but each Maritime Administration
will not launch an organization to implement a project individually.
To implement this Project by making the use of ODA fund, the PMU should be established.
S-11
8. Project Location Map
The location of Project site is shown in Figure.A-1
Figure.A-1
Project Location Map
200km
S-12
S-13
Table A-1
Project Implementation Schedule
Chapter 1.
Overview of the Host Country and Sector
1.
Economic and Financial Projects in Vietnam
1.1
Economic and Financial Situations in Vietnam
The Social Republic of Viet Nam (hereinafter referred to as “Vietnam”) has the national land area of
331,689m2 (0.88 times the area of Japan) which is located in the eastern part of the Indochinese Peninsula
in Southeast Asia. The country borders China in the east and Laos and Cambodia in the east and its long
coastline of 2,260km faces the South China Sea. The national land extends long, with a length of
1,650km from south to north and a width of 600km from east to west (abut 50km at the narrowest part).
Its capital city of Hanoi is located in the north and the largest commercial city of Ho chi Minh in the south.
The total population of Viet Nam is 86.93 million according to the census in 2009 and the annual growth
rate of population for the past 10 years shows 1.2% in average. The ethnic group of Kinh accounts for 86%
of the total population and the other part is divided into 53 ethnic minority groups1. The official language
is Vietnamese, but English is also used partly.
The climate is largely different from region to region because the national land extends long from south to
north. The highest temperature is about 30°C and the lowest temperature is about 23°C. Hanoi belongs
to the Temperate Zone and has the highest temperature of about 24°C, but the average temperature is
largely different from season to season.
2000
Table 1-1 Trend of real GDP growth rates
2001 2002 2003 2004 2005 2006
2007 2008 2009 2010
Agroforestry and
4.6
3
4.2
3.6
4.4
4
3.7
3.8
4.7
1.8
2.8
Fisheries
Industry and
10.1
10.4
9.5
10.5
10.2
10.7
10.4
10.2
6
5.5
7.7
Construction
Service Industry
5.3
6.1
6.5
6.5
7.3
8.5
8.3
8.9
7.4
6.6
7.5
GDP growth rate
6.8
6.9
7.1
7.3
7.8
8.4
8.2
8.5
6.3
5.3
6.8
Note: Agroforestry and fisheries include agriculture, forestry and fisheries; Industry and Construction
include mining, manufacturing, electricity, water and construction industries; and Service Industry
includes marketing and sales, hotels and restaurants, tourism, transportation and postal service.
Source : “General Vietnam Economics” (Embassy of Japan in Vietnam: Data from Statistics General of
Vietnam)
The Vietnamese economy showed a high growth at an average rate of 7.3% from 2000 to 2020 and did not
shown a substantial down in the period of world economic crisis, but kept 6.3％ in 2008 and 5.3% in 2009.
In 2010, the growth rate of 6.8％ was achieved, recovering the level before 2008. The nominal GDP per
capita exceeded 1,000 dollars in 2008 and increased to1,064 dollars in 2009 and 1,168 dollars (tentative) in
2010.
The consumer price index showed an increase of 3 to ８% until 2007, but boosted to 23.2% in 2008. In
2009, it remained 6.7% due to the fall of international price index, but showed an increase of 9.2% in 2010.
The Vietnamese Government took up the inflation control, stabilization of macro economy and
reinforcement of social security as the most important issues, aiming at controlling the CPI growth rate to
less than 7%. However, it seems that achieving such aim will be very severe due to the low Vietnamese
dong and increase in the international prices of foods and resources.
2000
Table 1-2 Changes of consumer price indexes
2001 2002 2003 2004 2005 2006 2007
Year-over-year
100
-0.3
4.1
3.3
7.8
8.5
7.5
rate (%.)
Reference value
100
99.7 103.8 207.2 115.6 125.4 134.8
in 2000
Note: The price index in 2000 is set to 100.
Source: JETRO Website “Information by Country and Region” (J-FILE).
1
2008
2009
2010
8.3
23.2
6.7
9.2
146.0
179.8
191.8
209.5
Refer to the statistic data issued by Statistics Directorate General of Vietnam.
1-1
Vietnam has a high rate of international trade compared with its economic size and its total amount of
international trade in 2008 after it became an official WTO member showed 171% over the GDP. The
trade amount dropped temporarily, but as the world economy was recovered, the total amount of trade in
2010 was 71.6 billion dollars for export (increase of 25.5% over the previous year) and 84 billion dollars
(increase of 20.1% over the previous year). The main export items from Vietnam are primary products
including labor-intensive light industry products such as sewn fabric products and shoes, and crude oil and
marine products. The main import items are capital goods including machinery and equipment, parts
thereof and raw materials, which account for 90% of the total import amount. The trade deficit structure
in which the import amount exceeds the export amount has continued for many years so far.
The investment aspect has shown a sign of activation gradually since 2000. In particular, the investment
in the private sector and the foreign capital sector has shown an increasing trend. It is said that the foreign
capital industry in Vietnam accounts for 60% of the total export2, and the direct investment from the foreign
capital industry tends to show a stable growth even if the investments in large-scale projects in 2008 are
excluded.
Table 1-3 Trend of direct investment from overseas (New/additional: on approval basis)
2001 2002 2003
2004
2005
2006
2007
2008
2009
2010
Additional
0.6
1.1
1.1
2.1
2.1
2.9
2.6
3.7
5.1
1.4
New
2.6
1.8
2
2.5
4.7
9.1
18.7
60.3
16.3
17.2
Execution
2.5
2.6
2.7
2.9
3.3
4.1
8
11.5
10
11
amount
(Unit: billion dollars)
Vietnam)
Most of the annual revenue in the national budget of Vietnam relies on tax revenues, of which the corporate
tax and value-added tax revenue has a high percentage. In the annual expenditure, the highest budget is
appropriated to social development investment. In 2009, the expenditure-to-GDP rate grew worse from
4.6% to 6.9% temporarily, but it decreased to 5.8% owing to increase of tax revenue in 2010.
2
Economy Study Report on Vietnam after participation in WTO 07/71: Mitsubishi UFJ Research and
Consulting
1-2
Table 1-4
National Financial Situations of Vietnam (Unit: billion dong)
2009
2010
2006
2007
2008
2nd Estimate 1st Estimate
973,791 1,143,715
1,477,717
1,679,200 1,951,174
289,170
336,273
434,761
442,340
528,110
263,864
299,096
392,463
398,177
486,736
17,409
31,165
32,885
37,643
35,864
7,897
6,012
9,413
6,520
5,500
2011
Budget
2,275,000
595,000
559,402
30,598
5000
GDP
Annual Revenue
Taxes, etc.
Investment return
Grant
Amount carried forward
61,673
94,784
113,768
26,455
1,000
10,000
from previous year
Total annual expenditure
346,017
425,133
549,784
544,575
588,210
676,360
Investment development
88,341
104,302
119,462
179,961
150,000
152,000
Current expenditure
180,069
232,010
292,374
347,381
428,210
505,960
Reserve
18,400
Expenditure
carried
77,608
88,821
137,948
17,233
10,000
forward to next term
Redemption of principal
39,649
44,473
40,930
40,120
53,990
49,240
Budget balance (GFS
-8,964
-20,094
-26,746
-75,780
-59,110
-71,360
standard)
Ratio to GDP
-0.92%
-1.76%
-1.81%
-4.51%
-3.03%
-3.14%
Budget balance (Viet-48,613
-64,567
-67,676
-115,900
-113,100
-120,600
namese standard)
Ratio to GDP
-4.99%
-5.65%
-4.58%
-6.90%
-5.80%
-5.30%
Fund raising
8,964
20,094
26,746
75,780
59,110
71,360
Domestic (net)
3160
13,315
11,710
58,518
39,060
55,050
Foreign (net)
5804
6,779
15,037
17,262
20,050
16,310
Vietnam)
In the international balance of accounts, the foreign trade deficit is balanced with the direct foreign
investment, ODA and the remittances from Vietnamese citizens in foreign countries. The public debt
balance of Vietnam as of June 2010 was 29 billion dollars (of which the governmental debt was 25.1 billion
dollars and the government-guaranteed debt was 3.9 billion dollars) and the ratio of the foreign debt to
GDP accounted for 29.3% as of the end of 2009.
Table 1-5 International balance of accounts of Vietnam (Unit: million dollars)* Predicted Value
Year
2006
2007
2008
2009
2010*
2011*
Current account balance
-164
-6,953
-10,787
-6,274
-9,405
-9,470
Trade balance
-2,776
-10,438
-12,782
-8,306
-10,596
-10,422
Service balance
-8
-755
-915
-1,388
-1,649
-1,633
Investment balance
-1,429
-2,190
-4,401
-3,028
-3,859
-4,755
Current transfers
4,049
6,430
7,311
6,448
6,698
7,340
Capital account balance
3,088
17,730
12,341
11,869
12,113
13,312
Foreign direct investment (net)
2,315
6,516
9,279
6,900
7,565
7,928
Medium/long-term debt
1,025
2,348
992
5,146
2,541
3,176
Short-term investment
1,313
6,243
-578
128
1,568
1,627
Cash and deposits
-1,565
2,623
2,648
-305
439
581
Errors or omissions
1,398
-565
-1,081
-13,351
-1,500
0
Foreign exchange reserves
4,322
10,199
473
-7,756
1,208
3,842
Foreign exchange reserves (excl.
13,384
23,479
23,890
16,447
15,356
19,197
gold)
Source : “General Vietnam Economics” (Embassy of Japan in Vietnam: Data Statistics General of Vietnam)
1-3
Table 1-6 Ratio of foreign debt to GDP (%)
2005
2006
2007
32.2
31.4
32.5
2008
2009
Foreign debt balance
29.8
39
Foreign public debt
27.8
26.7
28.2
25.1
29.3
balance
Vietnam)
Table 1-7
Foreign debt balance and government-guaranteed foreign debt balance
(Unit: million dollars)
2006
2007
2008
2009
End June, 2010
Government’s foreign
14,610
17,271
18,916
23,943
25,097
deb
Government-guaranteed
1,031
1,982
2,900
3,986
3,905
foreign debt
Foreign public debt
15,641
19,253
21,817
27,929
29,002
Vietnam)
1-4
1.2 Economic and Industrial Characteristics of Regions in Vietnam
The national land of Vietnam extends 1,650km long from south to north as described above and has climate
conditions and terrains rich in variety, and its industrial conditions are different from region to region.
The primary industrial production and industrial shipment amounts and the foreign capital investment ratio
by region are shown in Table 1-8.
Table 1-8
Economic characteristics by Region in Vietnam
Basic Index
Unit
Total
Primary Industry
Area
(km2)
Population
Rice
Production
Timber
Production
Fish
Catch
Quantity
ｋm2
1,000
persons
ｋt
ｋm3
t
33,105.1
86,927.7
39,988.9
4,042.6 5,127,576
2005 – 10
2010
Cumulative
Industrial
Foreign
Shipment
Capital
Amount/ Investment
Rate (%)
Amount/
Ratio (%)
Billion
(Million
dong
USD)
808,745*
147,196
Ratio by Region
Red River Delta
Region
Northern Mountain Region
6.4%
22.7%
17.0%
4.6%
11.8%
27.6%
15.7%
28.8%
12.8%
7.7%
32.9%
1.5%
3.4%
1.2%
Central Region
29.0%
21.8%
15.4%
30.6%
21.7%
10.7%
35.9%
Central Highland
Region
16.5%
6.0%
2.6%
10.3%
0.5%
0.9%
0.4%
Southeast Region
7.1%
16.8%
3.3%
6.5%
7.3%
43.2%
40.9%
Mekong River
12.2%
19.9%
53.9%
15.1%
57.2%
9.9%
Delta Region
Note *: Shipment amount based on the 1994 VND standard value. The Provinces constituting each
Region of Vietnam are show below.
Source: Prepared by study team based on data from Statistics General of Vietnam
5.5%
The Southeast Region where Ho Chi Minh City is located indicates the highest industrial shipment amount
and is most vigorous in direct investment from overseas. The Red River Delta Region where Hanoi and
Haiphong are located indicates the second highest industrial shipment amount and is also vigorous in direct
investment. The Central Region covers Provinces from Thanh Hoa to Binh Thuan Province facing the
long eastern coastline, and Da Nang is the central city of this Region. The industrial shipment amounts
and the direct investments from overseas are distributed in these Provinces. The Mekong River Delta is a
rice production district and also a center of fishery including aquaculture. The Central Highland Region
and Northern Mountain Region are vigorously engaged in the primary industry including mainly forestry.
The Provinces constituting each Region are shown in Figure. 1-1 below.
1-5
Figure. 1-1 Configuration of Provinces in Regions according to classification by
Statistics Directorate General of Vietnam
5
6
9
7
Northern midlands and
areas
11 mountain
8
10
13
18
No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
Province
No
Ha Noi City 33
H.C. M.C.
34
Hai Phong 35
Da Nang
36
Ha Giang
37
Cao Bang
38
Lao Cai
39
Bac Kan
40
Lai Chau
41
Dien Bien
42
Tuyen Quang43
Lang Son
44
Yen Bai
45
Thai Nguyen 46
Vinh Phuc 47
Bac Giang 48
Phu Tho
49
Son La
50
Bac Ninh
51
Ha Tay
52
Quang Ninh 53
Hai Duong 54
Hung Yen
55
Hoa Binh
56
Ha Nam
57
Thai Binh
58
Ninh Binh
59
Nam Dinh
60
Thanh Hoa 61
Nghe An
62
Ha Tinh
63
Quang Binh 64
12
14
Hanoi 16 21
17 15
19
Cam Pha
20
2322 3 Red River
24
25 26 Hai Phong
27 28
29
Delta
Northern Central area
30
Province
And
Quang Tri
Thua Thien - Hue Central coastal area
Quang Nam
31
Quang Ngai
Binh Dinh
32
Phu Yen
Khanh Hoa
Ninh Thuan
Binh Thuan
33
Kon Tum
34
Gia Lai
Da Nang
4
Dak Lac
35
Dak Nong
Lam Dong
Binh Phuoc
36
Binh Duong
42
Dong Nai
Tay Ninh
37
Ba Ria-Vung Tau
43
Long An
Central Highlands
Tien Giang
Dong Thap
38
An Giang
Ben Tre
44
Vinh Long
39
45
Tra Vinh
Can Tho South East
46 40
47
Soc Trang
50
Kien Giang
48 49
41
Hua Giang
TP Ho Chi Minh
Bac Lieu
Ca Mau 55 54 52
51
53
56
Vung
Tau
57
Can Tho
59
61 62
58
60
63
Mekong River Delta
64
1-6
1.3 Five-Year Program for Vietnamese Social and Economic Development 2011 - 20153
The Vietnamese Government has set the goal of economic growth rate for 2011 to 7 – 7.5% and its social
and economic strategy (2011 – 2020) plans to keep the economic growth of 7 – 8%for the future 10 years,
aiming at the GDP per capita of 3,000 dollars in 20204. On the other hand, the infrastructure development
including electricity, traffic road network and logistics network to support the foundations for economic
growth has delayed and the bottleneck is becoming conspicuous.
The Ministry of Planning and Investment (MPI) of Vietnamese Government announced the draft of the
Five-Year Program for Vietnamese Social and Economic Development 2011 – 2015 at the Consultative
Group Meeting for Supporting Vietnam held on 9 and 10 September, 2010. According to the draft
program, the highest goal for the social and economic development for 5 years is to continue a high
economic growth rate stably by reforming the economic structure, enhancing the competitiveness of the
national economy and sustaining the accelerated integration with the world economy.
The themes for this 5-Year Program are formulated as follows:
• To development fair competitive environment, reinforce the administrative system reform and establish
the socialism-oriented market economy system.
• To foster high-quality labor force and improve the national education system.
• To construct a modern infrastructure system mainly in large cities.
Concretely, the annual average growth rate of GDP for the 5 years of 2011 to 2015 is planned to be 7.8% to
８% to achieve the goal that the GDP per capital in 2015 will be about 2,000 to 2,100 US dollars, aiming at
the increase to 1.7 times in 2010. For this purpose, it is planned to promote the industrial development
and construction industry, enhance the labor productivity, reduce the energy consumption per GDP,
reinforce export and slash import excess, suppress the annual expenditure excess of the national budget for
2015 to 4.5% of the GDP and decrease the population growth rate to around 1% aiming at the population of
92 million in 2015. The average span of life is set to about 74 years and for the labor force, the rate of
trained labor force is aimed at increasing to 55%. And the poor household rate is planned to decrease
from about 10% at present by ２%per year.
In looking to the development policy in each business segment, the annual growth rate for 5 years in the
industrial and construction segment is planned to be 7.5 to 8.5% in average (the production growth rate is
planned to be 12.5 to 13.5% in average only in the industrial segment) and the rate of the industrial and
construction segment to GDP until 2015 is aimed at 40 to 41% and the following development items will
be promoted:
• Development of energy industry to meet the demand for energy for socioeconomic development;
• Production of high-content and high value-added products including computers, electric parts and
machinery, and software processing-based products;
• Policy to promote the supporting industries; and
• Technology transfer to promote the international economic partnerships.
In the agricultural segment, the production in the agriculture, forestry and fisheries is planned to increase
by 2.7 to 3.7% per year in average for the same 5 years, aiming at increasing the income of farms to 1.8 to
2 times the level in 2010.
In the service industry segment, the priority is given to the fields: (a) telecommunications and information
technology; (b) education and training service; (c) commercial service; (d) banking service; (e)
3
4
Five-Year Program for Vietnamese Social and Economic Development 2011 – 2015, edited by
Vietnamese Ministry of Planning and Investment; Japan-Vietnam Friendship Association
Source: Vietnam Economy and Economic Cooperation _Vietnamese Economy Outlook; Refer to
Homepage of Japanese Embassy in Vietnam.
1-7
transportation service and (f) tourist service. The annual growth rate in the service industry for the 5 years
from 2011 to 2015 is planned to be 8 to 9% in average, aiming at increasing the rate of the service industry
to GDP to 40 to 41% by 2015.
In the foreign trade, it is planned to expand export by promoting the export of high value-added products
and processed products and to suppress the import excess by decreasing the rate of export of raw materials
such as crude oil and coal, aiming at increasing the annual growth rate of export amount to about 12 to
12.5% and that of import amount to 10.5% in average to balance the foreign trade in 2020.
In the corporate management field, the state enterprise sector will keep the initiative role, but stress is
placed on diversifying the form of ownership to promote the developing process of joint stock companies
and support the development of medium/small-scale private companies.
In the human resource development and technological research and development field, it is planned to
operate the facilities such as Hoa Lac high-tech industrial complex and Ho Chi Minh high-Tech Park and
reinforce the technological research and development for promoting the technological innovation and
enhancing the economic competitiveness, and at the same time, the technological transfer to each industry
will be promoted. So, the rate of vocational trainees is aimed at 55% of the total labor force to decrease
the unemployment rate in urban areas to 4% or less.
The investment policy plans to estimate the investment scale for 5 years from 2011 to 2015 as 500 billion
dollars, of which 350 billion dollars will be covered by the domestic fund of the Government. In the
investment field, it is planned to invest 20% of the total fund in traffic and transportation, 10% in industries,
4% in agriculture, forestry and fisheries, 5% in urban development, 2% in water supply and sewage, 1% in
education and training and 58% in other segments.
The total amount of consumption for 5 years will account for 68 to 69% of GDP and the total deposit
amount for about 40 to 41% of GDP. The domestic deposit to average GDP will be 31 to 32%. It can be
predicted that the current account balance will be a deficit of 30.7 billion dollars. On the contrary, the
capital balance will be a surplus of 69.0 billion dollars and the total amount of international balance
accounts for 5 years will be a surplus of 25.6 billion dollars. The total amount of investment for social
development for 5 years will reach 6500 trillion dong, of which 70% is counted on financing in Vietnam
and 30% from overseas.
However, the ODA by foreign countries including yen loan from Japan and the financial assistance by
international organizations have played the important roles as the means of raising the funds for
development of the infrastructure including airports, ports, electricity and roads that the Vietnamese
Government has adopted so far. In the future, it will surely become impossible for the Vietnamese
Government to cover the investment funds only with the ODA and the governmental budget.
In 2007, the Vietnamese Government issued the Decree 78/2007/ND-CP5 which provides the investment
activities in the Build, Operate and Transfer (BOT) system, the Build, Transfer and Operate (BTO) system
and the Build and Transfer (BT) system, and prepared the legal framework for investing private funds
raised in Vietnam and from overseas in infrastructure development. The trend of these private companies
will be an important factor to keep a high growth rate in Vietnam in the future.
5
Report on the Project to Support the Study of Finding and Formation of Public-Private Partnership Project
(Socialist Republic of Viet Nam), March 2008; Engineering and Consulting Firms Association, Pacific
Consultants International.
1-8
2. Outline of Target Sectors6 for Projects
2.1
Maritime Administrations
The Vietnamese Ministry of Transport (MOT) is an administration to control all means of transportation
including land transports (roads and railways), inland waterway transports and marine transports. Its main
functions include formulation and recommendation of the national master plans for development of
transportation and traffic systems, formulation, enactment and supervision of the laws and regulation and
policies for guidance of local governments and related ministries and agencies and for transport
management, formulation of various national standards and technical standards for transportation and issue
of licenses, and approval of development and construction projects, and others.
The external agencies in charge of maritime administration are Vietnam National Maritime Bureau
(VINMARNE) and Vietnam Inland Waterway Administration (VIWA). VINAMARINE is responsible for
controlling the services such as ship management, port management, maritime transportation services and
crew training and a number of external special corporations and state-owned companies under its control.
2.2
Outline of Maritime Transportation
At present, there are over 100 maritime transportation companies in Vietnam. Most of ships organizing
fleets are small superannuated vessels. Maritime transportation companies are concentrated on the coastal
shipping market and it is informed that the loading share of import/export freights by vessels of Vietnam
flag is only about 15% on the value base7.
According to Lloyd’s Register, the number of Vietnamese merchant fleets is 1312 vessels (the gross
tonnage of approx. 3 million DWT) as of 2008 and the number of oil tankers and freight vessels including
ore carriers are recorded to be 1124 vessels (the gross tonnage of approx. 2.80 million DWT) and the
average age of vessels is 14 years. However, there are 7 large ships of 2000 DWT or more (the gross
tonnage of 670,000 DWT) that Vietnam possesses, most of which are small boats in use for river and
coastal transportation.
2.3
Importance and Strategy of Maritime Transportation
The maritime transportation in Vietnam is divided into inland waterway transportation using rivers such as
the Mekong, Red River and Saigon River and canals and marine transports using coastal water and ocean
lines.
The inland waterways are developed well in the Mekong Delta region and the Red River Delta region and
6231km of the total river length of 41,900km is used for water transportation. However, only vessels of
100GTW are navigable in the Mekong Delta and the vessels of approximately 100 to 400GTW in the Red
River Delta. Therefore, it is informed that there are some problems for operation and maintenance for
safety of navigation including equipment installations and dredging at river ports.
On the other hand, the freight transport traffic is increasing along with the development of the Vietnam
economy as shown in Figure. 1-3 and the marine traffic is increasing at the annual rate of 28% in average
and it is expected that it will account for about 67% of the total transportation traffic.
6
7
VIETNAM: TRANSPORT SECTOR BRIEF, Alberto Nogales -*East Asia and Pacific Region Transport
Sector Unit, Version: June 1, 2004
Interview with Vinaline
1-9
Figure. 1-2
Passenger traffic by means of transportation (Unit: million persons/km)
120000
Mill. persons.km
100000
80000
Aviation transport
Inland w aterw ays
60000
Road
Railw ays
40000
20000
20
09
Pr
el
.2
01
0
20
08
20
07
20
06
20
05
20
04
20
03
20
02
20
01
20
00
0
Source: Prepared by the Study Team based on Vietnam Statistics Directorate General
Figure. 1-3 Freight traffic by means of transportation (Unit: million tons/km)
250000
200000
Mill. tons.km
Aviation transport
150000
Maritime transport
Inland w aterw ays
Road
100000
Rail
50000
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Prel.
2010
Source: Prepared by the Study Team based on Vietnam Statistics Directorate General
According to Vietnam Port Association (VPA), the growth rate of freight traffic, in particular of container
traffic increased by 20% or more over the previous year for the period of 2001 to 2008, but the freights are
concentrated on the city areas Hai Phong, Quang Ninh and Ho Chi Min. The ports in those city areas are
located at river waters, where the draft of water is light and there is a large impact of tidal flux and reflux.
Large vessels have to use barges for loading and unloading of freights. On the other hand, the port
premises are limited and restricted for storehouse groups and crane facilities. As a result, it is informed
that 20% of the transportation cost is spared for each of export goods for the West European and North
American markets.
1-10
According to the “Marine Transportation Strategy 2020” issued by Ministry of Transportation, the ocean
cargo volume handled by Vietnam can be expected to be approximately 100 million tons in 2015, 210 to
260 million tons in 2020 and increase to 1.5 to 2 times the 2020 volume in 2030. The passenger
transportation can be expected to be 5 million persons in 2015, 9 to 10 million persons and increase to 1.5
times the 2020 level. The gross tonnage of vessels is 6.0 to 6.5 million DWT at present, but it is predicted
that it will increase to 8.5 to 9.5 million DWT in 2015 and 11.5 to 13.5 million DWT in 2020.
In the shipbuilding field, Vietnam is required to have the capacity of building freight vessels, passenger
ships, tankers and sea rescue vessels of 300,000 DWT or more prior to 2020. Therefore, the development
of international gateway ports and ports with a deep water depth at which container vessels can berth are
focused as the maritime transportation capacity buildup measures.
1-11
3. Conditions of Target Areas
3.1 Freight Transportation Volume by Area
As shown in Figure. 1-3, the road traffic is increasing as the Vietnamese economy is developing, and foods,
agricultural products and daily necessaries are transported between north and south. In addition, volumes
of freights imported from the south of China are also transported to the south of Vietnam.
The cargo volumes generated in the Provinces having coastlines are shown in Figure. 1-4.
Figure. 1-4 Cargo volumes generated in Provinces and Areas
2009 Land freight volume (1000 tons)
LandTransportation in 2009(Thousand of tons)
0
The Red River
Delta
10,000 20,000 30,00
40,000 50,00 60,000 70,000
Ha Noi
Vinh Phuc
Bac Ninh
*Quang Ninh
Hai Duong
*Hai Phong
Hung Yen
*Thai Binh
Ha Nam
*Nam Dinh
*Ninh Binh
North
*Thanh Hoa
*Nghe An
*Ha Tinh
*Quang Binh
*Quang Tri
*Thua Thien-Hue
Middle Coast
*Da Nang
*Quang
*Quang
*Binh Dinh
*Phu Yen
*Khanh
*Ninh
*Binh Thuan
MiddlePlatea
14.1% on average
Binh Phuoc
Tay Ninh
Binh
Southeast
*Dong Nai
*Ba Ria - Vung Tau
*TP. Ho Chi Minh
Mekong Delta
*Ministry holding Ports
* Provinces with ports
0.0
5.0%
10.0%
15.0
20.0
25.0% 30.0
35.0%
2004 – 09 Annual average increase rate
Source: Vietnam Statistics Directorate General
The cargo volume in 2009 was the highest in Hanoi and Ho Chi Minh, followed by Nge An and Dong Nai
Provinces and Hai Phone. The annual average increase rate of cargo volumes in the entire country for the
years from 2004 to 2009 was 14.1%, showing an active indusrial development. In the Red River Delta
region, the full-scale industrial complexes are operated in Hai Duong Province located between Hanoi and
Hai Phone, in Qang Nam and Quang Ngai Provinces designated as the important economic area in the
Central Region and in Binh Duong Province in the Southeast Region, and a large electricity project is
implemented in Ninh Thuan Province. These Provinces showed the highest freight shipment volume for
the past 5 years. The cargo volumes were surely increasing in other areas and Provinces, but it is obvious
1-12
that a remarkable increase in the freight shipment volume was shown in the areas where the transportation
network had been relatively developed.
Figure. 1-5 Main road networks and main port facilities
Northern midlands and mountain areas
Hanoi
Red River Delta
Cai Lau
Hai Phong
Ninh Binh
Cua Lo
Northern Central area
And
Central coastal area
Hue
Da Nang
Primary road
Primary port
Secondary Port
Major Airport Facility
Qui Nhon
Central Highlands
Nha Trang
South East
HCMC
Long Xuyen
Vung Tau
Can Tho
My Tho
Mekong River Delta
Source: Prepared by the Study Team based on the materials issued by Vietnam Ministry of
Transportation
Figure. 1-5 shows the land transportation networks to temporarily handle these freights. As seen from the
cargo volumes locally generated and the increase rates as shown above, the high increase rates tend to be
shown in the areas where the means of transportation have been relatively developed.
The unloaded cargo volumes in main ports are shown in Figure. 1-6. The unloaded cargo volume is the
highest in Hai Phone Port, followed by Ho Chi Minh, Quang Ninh, Qui Nhon and Da Nang Ports. What
is noteworthy is that the unloaded cargo volume in Ho Chi Minh Port has been stagnant since 2003 no
matter how high the generated cargo volume at Ho Chi Minh has been in the national level. It is
considered that the routing cargo volume and the handling volume of the port facilities are limited in this
Port.
1-13
Figure. 1-6
Unloaded cargo volumes in main ports (Unit: 1,000 tons)
70,000
Legend
Quang Ninh
Hai Phong
Nghe An
Da Nang
Quy Nhon
Nha Trang
Ho Chi Ming
Can Tho
60,000
Thousand Tone
50,000
(Group-1)
(Group-1)
(Group-2)
(Group-3)
(Group-4)
(Group-4)
(Group-5)
(Group-6)
60,310
52,063
46,247
40,000
38,328
39,045
34,019 33,861
30,568
30,000
28,714
21,903
20,000
14,488
15,435
17,141
15,032
17,425
10,000
0
1995
Source:
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Prepared by study team based on Vietnam Statistics Directorate General
In these situations, Vinamarine has been implementing the projects for building up the port capacity as
shown in Table 1-9.
Table 1-9
No.
1
2
3
Name of Port
Cai Lan Port:
Quang Ninh
Province
Hai Phong
Port Phase 2
(Dinh Vu Port
2nd Work)
Port development projects in various areas and Provinces
Details of Development
Development of existing Cai Lan Port and increase of wharfs
Total area: 47.5ha; Vessels allowed to enter port: 20,000DWT
(at all wharfs)
Cargo handling volume: 4 million t/y Total wharf length:785m
New construction of the 3rd, 4th, 5th and 6th wharf.
* Planned to construct the 7th wharf (total length195m) in Phase
3.
* The current cargo handling volume: 1 million t/year
Hai Phone
Water depth: 14m; Vessels allowed to enter port: 50,000DWT
International
(full loaded); 100,000DWT (non-loaded); Cargo handling
Gateway Port: volume: 35 – 50 mil. t/y; Construction of 11 wharfs (for 4
Lach Huyen
containers, 2 bulk and 5 general cargoes)
Port
【Phase A】 Basic port infrastructure development (Construction
of breakwaters and groynes, channels, roads and container yard
foundation, etc.)
【Phase B Stage 1】Port site development west of the current
channel; Construction of wharf (750m long, capable of
simultaneous berthing of 2 vessels of 100K DWT), logistics
system and quay walls and terminals of No. 1 and No. 2 wharfs
【Phase B Stage 2】Extension of the channel to its east side (Cat
1-14
Years of
Development
2010 - 2012
2011 - 2013
2012 - 2020
(The 1st wharf
planned to be
completed in 2014)
4
Nghi Son Port
(Thanh Hoa
Province)
5
Dung Quat
Port
(Quang Ngai
Province)
6
7
SP-PSA
International
Port
(Ba Ria-Vung
Tau Province)
Cai Mep-Thi
Vai
Internation- al
Port
(Ba Ria-Vung
Tau Province)
Ba Island)
【Phase B Stage 3】Channel extension
Total area: 922ha (Shore: 438ha Sea: 484ha); Wharfs: 30 units;
Cargo handling volume: 10 million t/y
【Port Complex】Total area: 12ha; Wharfs: 3 units; Wharf length:
555m; Water depth: 8.5m; Vessels allowed to berth:
30,000DWT; Storehouse:
2,880m2; Container terminal:
2
10,000m
【Petrochemical Products Exporting Port】Total area: 33ha;
Wharfs:6units; Vessels allowed to berth: 30,000DWT
【Dedicated Port and Port Complex】Total area: 71ha; Wharfs: 8
units; Wharf length: 2,000m; Vessels allowed to berth:
30,000DWT
【Port dedicated to Thermal Power Plant】Total area: 16ha;
Wharfs: 5 units; Wharf length: 560m; Vessels allowed to berth:
30,000DWT
【Port Complex and Container Terminal】Total area: 93ha;
Wharfs:6units; Wharf length: 1,500m; Vessels allowed to berth:
50,000DWT
【Gasoline, Oil and LPG Importing Port】Total area: 48ha;
Wharfs: 2 units; Vessels allowed to berth: 50,000DWT
【Stage 1】Wharf length: 145m; Water depth: 9.5m; Channel
width: 85m; Cargo handling capacity: 1.5 – 2.0 million t/y (in
operation); Vessels allowed to enter: 30,000DWT; Constructor:
Gemadept Corp.
【Stage 1】Invested amount: 171 bil. VND; Total area: 11.6ha;
Vessels allowed to enter: 30,000 – 50,000DWT
Total area: 54ha; Wharfs: 4 units; Wharf length: 1,200m
【Stage 1】Operation start in June 2009; Total area: 27ha; Vessels
allowed to enter: 80,000DWT; Container storage capacity: 1.1
million TEU/y; Water depth: 14.5m; Container wharfs: 2 units
(600m)
* The largest ship (109,000DWT; 8,272TEU; 352m long) in the
past entered the port in February 2010.
【Stage 2】Toral area: 27ha; Wharfs: 2 units (600m);
Container-berthing capacity: 2.0 million TEU/y
【Container Terminal】Water depth: 14m; Vessels allowed to
enter: 80,000DWT; Cargo handling volume: 700K TEU/y (24
hours)
【Complex Terminal】Water depth: 12m; Vessels allowed to
enter: 50,000DWT; Cargo handling volume: 1.6 – 2.0 million
t/y
【Container Terminal】Water depth: 14m; Vessels allowed to
enter: 80,000DWT; Cargo handling volume: 700K TEU/y (24
hours)
【Complex Terminal】Water depth: 12m; Vessels allowed to
enter: 50,000DWT; Cargo handling volume: 1.6 – 2.0 million
t/y
【Package 1】Construction of Cai Mep International Container
Terminal; Wharfs: 2 units; Wharf length: 300m; Dredging:
90,000m3; Reclamation: 3.2 millionm2; Yard pavement:
340,000m2; Access road: 8km
【Package 2】Construction of Thi Vai Complex Terminal
Wharfs: 2 units; Wharf length: 330m; Dredging: 90,000m3;
Reclamation: 2.1 million m2; Yard pavement: 250,000m2;
Access road: 200m
【Package 3】Channel dredging and buoy installation
Dredging: 9.0 million m3; Channel buoys: 43 units (Channel
length: 37.2km)
1-15
Partial operation
started in 2009
2006 – 2008 (Stage 1)
Stage 2: undecided
Stage 1: 2008 - 2009
Stage 2: 2009 – 2012
(planned)
October 2008 - 2012
8
Cat Lai Port
New Port
(Ho Chi Minh
City)
9
Ben Nghe Port
(Ho Chi Minh
City)
10
11
12
13
Van Phong
International
Transit Port
(Khanh Hoa
Province)
Quy Nhon
Port
(Binh Dinh
Province)
Da Nang Port
Vung Ang Port
(Ha Tinh
Province)
【Package 4】Procurement of Cargo handling machines
Container terminal: Container cranes: 4 units; RTGs: 15 units;
Complex terminal: Quay cranes: 2 units; Jib cranes: 2 units
【Package 5】Construction of access road and bridge (Total
length: 8.3km)
【Package 6】Technical consulting service
【Associated Work】Connection road: Length 21.3km; Width:
50m; Design speed: 70km/h
【 7th Wharf 】 Total area: 800,000m2 (incl. Container yard:
568,500m2 and storehouse 17,400m2); Cat Lai Port wharf
length: 216m; 7th wharf length: 36m; Water depth: 12m;
Vessels allowed to enter: 30,000DWT; Cargo handling volume:
350,000 TEU/y
Stage 3 Expansion Project
Total area: 320,000m2 (of which the planned area in Stage 3 is
90,000m2.); Wharfs: 4 units; Vessels allowed to berth:
36,000DWT
【Stage 1】50% construction of wharfs
【 Stage 2 】 50% construction of wharfs; Construction of
storehouse area
【1st Wharf】Total length: 88m; Water depth: 7.5m; Vessels
allowed to enter: 5,000DWT
【2nd Wharf】Total length: 265m; Water depth: 9.5m; Vessels
【3rd Warf】Total length: 175m; Water depth: 11.5m; Vessels
【4th Wharf】Total length: 288m; Water depth: 13m; Vessels
Total area: 7.56 million m2; Large wharfs: 36 units; Small
wharfs: 6units; Total wharf length: 11,880 – 12,590m; 2009 –
2020 in 4 Stages
【Stage 1】Total area: 520,000m2; Wharfs: 2 units; Wharf length:
600 – 800m; Vessels allowed to enter: 6,000 – 9,000 TEU;
Construction of access road, storehouse and plant; Infrastructure
development
【Stage 2】Total area: 1.18 – 1.25 million m2; Wharfs: 4 units;
Wharfs for reshipment vessels: 5 units; Wharf length: 1,680 –
2,260m; Vessels allowed to enter: 9,000 TEU; Cargo handling
volume: 1.05 – 2.10 million TEU
【Stage 3】Total area: 4.05 million m2; Wharfs: 8 units; Wharfs
for reshipment vessels: 8 units; Wharf length: 4,450 – 5,710m;
Vessels allowed to enter: 12,000 TEU; Cargo handling volume:
4.0 – 4.5 million TEU/y
Total: Total area: 4.05 million m2; Wharfs: 25 units; Wharfs for
reshipment vessels: 12 units; Total wharf length: 4,450 –
5,710m; Vessels allowed to enter: 15,000 TEU; Cargo handling
volume: 14.50 – 17.00 million TEU/y
Total area: 45,000 m2 (expansion); Channel length: 6.3km;
Channel width: 110m; Container yard: 80,000 m2; Dredging
work (water depth 11 m)
【Stage 1】Freight storage capacity: 5.0 million t/y
【Stage 2】Vessels allowed to enter: 50,000DWT
Upgrading
New construction of Son Tra Port (Stage 1)
Expansion Work of Tien Sa Port (Stage 2)
2nd Wharf (completed): Water depth: 13m; Wharf length:
260m; Freight yard: 17,800 m2; Storehouse: 10,000 m2
3rd Wharf Project: Vessels allowed to berth: 45,000DWT;
1-16
Work period: 2009 –
2015
2007 – 2009
Stage 1: 2006 – 2010
Stage 2: 2011 – 2012
Stage 1: 2009 – 2010
Stage 2: 2010 – 2015
Stage 3: 2015 – 2020
Stage 4: 2020 –
Stage 1: 2008 – 2010
Stage 2: 2010 – 2020
2009 – 2013
2012 – 2015
Operation start: 2010
3rd wharf: Undecided
14
15
16
17
Cargo handling volume: 860,000 t/y
Son Duong
Total area: 1,800ha; Wharfs: 35 units (Stage 3); Vessels allowed
Formosa Port
to enter: 30,000～300,000DWT; Cargo handling volume: 30
(Ha Tinh
million t/y
Province)
* Included in the Formosa Steel Development Project
My Thuy Port Total area: 9.13 million m2; Water depth: 13m; Vessels allowed
(Quang Tri
to enter: 40,000DWT
Province)
【Stage 1】Developed area: 2.38 million m2; Groyne length:
1,626 m; Dredging: 1.10 million m2; Total wharf length: 650m;
Logistics Center: 530,000 m2; Commercial service area:
750,000 m2; A part of Thermal power plant
【Stage 2】Complex port, Logistics Center, oil port, Thermal
Power Plant Center
Nhon Hoi
Total area: 1.2 million m2
Complex Port 【Stage 1】Developed area: 200,000 m2; Wharf: 1 unit; Vessels
allowed to enter: 30,000DWT; Cargo handling volume: 1.5
(Binh Dinh
million t/y (for the case of container cargoes 60%; Others:
Province)
40%); 900,000 /y (for the case of general cargoes 100%)
【Stage 2】Wharfs: 3 units
【Stage 3】Wharfs: 6 units
Vung Ro Port 【Stage 1】Wharf length: 160m;
(Phu Yen
Vessels allowed to enter: 1,500DWT (simultaneously 3 vessels);
Province)
Cargo handling volume: 250,000 t/y
【Stage 2】Wharf extension to 50m; Vessles allowed to enter:
5,000DWT; Cargo handling volume: 1 million t/y
Source: Infrastructure Map JETRO_Hanoi 2011.03
3.2
2011 – 2014
(Partial operation
started))
Stage 1:2011 – 2015
(planned)
Stage 1: 2010 – 2012
Stage 2: 2013 – 2020
Stage 3: 2021 - 2025
Stage 1: 2010 - 2012
Stage 2: 2012 – 2015
(planned)
Five-Year Program for Vietnam Port Development 2011 – 2015
In the Five-Year Program for Social and Economic Development 2011 – 2015 which was resolved in the
11th National People’s Congress for Vietnam to outgrow the conventional status to join the industrialized
countries in 2020, it is clearly defined that the role of the transportation sector is to concentrate on the
transportation systems and the urban infrastructure development in main cities in Vietnam. According to
this definition, the role of the transportation sector for the period of 2011 to 2015 focuses building up the
capacity of international and local port facilities, developing the transportation system to interlink the north
and the south, and developing the urban transportations systems8.
As described above, it is demanded to build up and increase not only the capacity of local maritime
transportation systems but also the capacity of the national transportation system.
Therefore,
VINAMARINE submitted the Port System Development Plan harmonized with development of other
transportation networks through Ministry of Transportation to the Prime Minister’s Office and approved in
July 20099. This development plan indicated the development schedule for the port infrastructure and port
facilities which will be required in the future and its main guidelines determined the development targets
for 2020 concretely, looking to the development level in 2030 as follows:
(1) Present status of port facilities10
•
The present status of ports as of 2008 are as follows:
• There are 17 large-scale ports (Grade-1), 23 medium-scale ports (Grade-2) and 9 small-scale
8
9
10
According to a report on the comment of Transport Minister Dinh La Thang (Member of the
Communist Party Central Committee), August 28, 2011
Prime Minister’s Office Decision 5213/TTr- BGTVT 30/7/2009
The study results are not coincident with the figures, but the figures indicated in the Summary of the
Master Plan published by the Vietnamese Government are used here.
1-17
ports (Grade-3).
• There are approximately 350 berths with the total length of 40,000m (double the length in 1999).
• There are 35 access channels to the state-operated ports and 12 channels in other dedicated ports.
• The cargo handling volume is approximately 200 million tons (2.7 times the volume in 1999), of
which the container handling volume is about 5 million TEU (5.3 times the volume in 1999).
• The annual average growth rate is 13%.
The Vietnam Port System Development Plan (Master Plan) formulated by VINAMARINE under the
guidance of Vietnam Ministry of Transportation in 1999 was approved by the Prime Minister’s Office
based on the review of the scope of development (development areas, schedule and items) and the
features of the maritime transportation network plan.
(2) Background
• Maritime Transportation Strategy 2020
• Integration of not only the Vietnamese economy but also the maritime transportation sector with
the global market by participation in WTO.
• Existence of Maritime Transportation Law of Vietnam (Law No. 40/2005/QH-11) enforced around
the time of participation in WTO.
• Revision of the role of each sector by revision of the Social and Economic Development Program
looking to 2020.
• Higher importance of the port system including all means of maritime transportation as the basic
infrastructure to promote industrial development and socioeconomic development including
development of economic development areas, industrial parks and urban areas,
• Higher importance of the port system as the tractive role not only for cargo handling, storage and
reshipment, but also for integration with the international economy.
(3) Present problems
• Lack of standardization
• Lack of comprehensiveness in local working processes
• Low quality and outdated technology.
(4) Outline of developments
• Comprehensive development in modernization.
• Synchronized development of maritime and land transportation systems
• Buildup of port capacity of reshipment ports, international gateway ports, hub ports and other ports,
and investments in accordance with the priority order of development, which should be provided
for maintenance and synchronized effective operation.
• Accessibility of large vessels to ports
• Maximized mobility of resources
1-18
• Harmony of port development with environment
(5) Targets of development
• To meet the demand of the global market for cargo volumes and cargo sizes on vessels using ports.
• The cargo volumes predicted in Vietnam are as follows:
- 2015:
500 – 600 million tons/year
- 2020:
900 – 1,000 million tons/year
- 2030:
1,600 – 2,100 million tons/year
• The levels of development of main ports to meet the above demands are shown in Table 1-10.
Port for Development
Van Phong
Hai Phong
Ba Ria – Vung Tau
Central economic
development region
Large-scale port
Large tourist centers
Table 1-10 Targets of development of main port facilities
Functions of Port
Levels of Development
International reshipment port Container vessel capacity: 9,000 – 15,000TEU
for container vessels
International gateway port
Vessel capacity: 80,000 – 100,000DWT
Container vessel capacity: 4,000 – 8,000 TEU
Hub port
Passenger-dedicated berths
Tanker: 300,000 – 400,000 DWT
Ore carrier: 100,000 – 300,000 DWT
Gross tonnage: 100,000 GRT
Source: Prepared by the Study Team
Development of logistics center connecting marine and land transportation systems
• Introduction of new technology necessary for qualitative improvement of existing port facilities
(6) Master Plan
• Functional classification
-
General ports within the country
International reshipment and gateway ports: Van Phong (Khanh Hoa), Hai Phong, Ba Ria –
Vung Tau.
Local hub ports: Hon Gai - Quang Ninh, Nghi Sơn - Thanh Hoa, Nghe An, Son Duong, Vung
Ang - Ha Tinh, Dung Quat - Quang Ngai, Quy Nhon – Binh Dinh, Ba Ngoi - Khanh Hoa,
Ho Chi Minh, Dong Nai and Can Tho.
- Local ports
-
Dedicated ports
• Classification by controlled sea area
1-19
Table 1-11 Port Group by controlled sea area division
Controlled Group
Scope of Control and Ports
Group 1
Quang Ninh ~ Ninh Binh Ports in Northern Region
Group 2
Thanh Hoa ~ Ha Tinh Ports in Central Northern Area
Group 3
Quang Binh ~ Quang Ngai Central Ports in Central Region
Group 4
Binh Dinh ~ Binh Thuan Ports in Central Southern Area
Group 5
Con Dao and Soai Rap Ports along rivers and Tien Giang Port
Group 6
Phu Quoc Port and Islands in Southeast Area
Source: Prepared by the Study Team
(7) Access channel improvement plan
The important channels are as follows:
-
Access channel to Hai Phong Port
-
Access channels to Vung Tau Port and to Thi Vai River
-
Access channel to Ho Chi Minh Port along Soai Rap River
-
Access channel to Can Tho Port, etc.
(8) Invested amounts and fund sources
• Total investment amount until 2020:
360～440 trillion VND (17 – 21 billion USD)
• Total investment amount until 203: 810～990 trillion VND (39– 48 billion USD)
• Rate of expenditure in national budget: 12% – 15%; Others use private company funds.
For the details of the Development Program, refer to ANNEX-1 “Master Plan for Port System
Development until 2020 in consideration of 2030”.
1-20
Chapter 2.
Study Methodology
1.
Study Methodology
Vinamarine (Vietnam Marine Administration) had recognized the importance of introducing the
Vessel Traffic System and implemented the technical study of the VTS introduction in Cam Pha Port,
Hai Phong Port and Cai Lan Port in the North Area in 2005 for the Decree (No. 1041/2009/QD-TTg)
determined by the Government. Based on this Preliminary Study, the Study will be made on the
introduction of the VTS, AIS and oceanic environment GIS which have marked high supply records
in the marine transportation and port related fields in Japan.
The main items of this Study are as
follows:
(1)
Trends of Vietnamese economy and policies of maritime transportation and port systems
(through study of literatures and interviews with related agencies and organizations)
(2)
Analysis into the present status of maintenance and operation of facilities, equipment,
channels and ports of related agencies (by collection of information through interviews with
related agencies and users)
(3)
Monitoring of maintenance and operation of the existing GMDSS and detailed examination of
the preliminary study by Vinamarine (by collection of information through interviews with
related agencies and users)
(4)
Future forecast of cargo volume and vessel traffic at main ports and extraction of problems
(5)
Making up of the VTS, AIS and oceanic environment GIS introduction plan and the
maintenance and operation plan (based on the consultation with the counterpart agency)
(6)
Project implementation plan and schedule, and analysis into the capacity of related
organizations for implementation of the Project (based on the consultation with the
counterpart agency)
(7)
Economic and financial analysis (EIRR and FIRR calculations) and feasibility study
(8)
Analysis into environmental and social considerations (by the environmental surveys of the
surrounding areas of the target areas of the Project)
(9)
Ocean accident and pollution studies (by study of literatures and interviews with related
agencies)
(10)
Study of actual status of suspected vessels
2-1
2. Study Method and Organization
This Study will be made by the organization as shown in Figure 2-1.
Figure 2-1
Study Organization Chart
Project Manager, Solution Business Division,
Acting General Manager, Mr. Katsuhiro NAGAYA
Solution Business Division,
Mr. Jyuichi SUZUKI / Planning of Operation and Maintenance
International Business Department, Group II
Mr. Yoshihiko YASHIRO / Transportation Policy of Vietnam
International Business Department, Group II
Mr. Masata HARA / Maritime Policy of Vietnam
Mr. Jun NAGASHIRO / Radar Coverage and AIS
Mr. Masahide KAJI / Marine GIS Solution J – Marine GIS
Mr. Kaoru HATSUNO / Communication Network
International Business Department, Group II,
Ms. Miki MATSUOKA / Project Coordination
Consultant,
Mr. Norifumi TANAKA / Analysis of Environmental and Society
Energy Infrastructure Department, Energy Plant & Project Development Group 3
Mr. Homare MORIWAKI / Analysis of Economy and Finance
Energy Infrastructure Department, Energy Plant & Project Development Group 3
Mr. Yasunori YMAGUCHI / Economic Policy of Vietnam
TOYOTA TSUSHO CORPORATION
2-2
3. Study Schedule
The outline schedule for implementing this Study is shown in Table 2-1.
Table 2-1
Item of Activity
JULY
Study Schedule
2011
AUG
SEPT
2012
OCT
NOV
DEC
JAN
FEB
(Work in Japan)
① 1st Work in Japan
Examination of the study method
and preparation of the study in
Vietnam
xx xxxxxxxx x
② 2nd Work in Japan
Reporting to related agencies in
Japan
▲
Forecast of vessel traffic volume
Planning of work processes and
equipment
Examination of maintenance and
operation method
Analysis into the capacity of
related organizations for
implementation of the Project
xx
xxxxxxx
xxxxxxx
xxxxxxx
Preparation of report
xxx
xxxxxxxx xxxxx
Submission of the draft Report (in
Japanese and English versions)
▲
③ 3rd Work in Japan
Correction of the Report
xxx
Submission of the Final Report
▲
(Work in Vietnam)
① 1st Study in Vietnam
Discussions on scope of study
Survey of main coastal areas in
North Region
Central Region
South Region
xxx
xx xxxx
xxxx
xxxx
Discussions on scope of the Project
xxxx
② 2nd Study in Vietnam
Discussions and agreement on
scope of the Project and Report
xxxx
xxxx
2-3
xxx▲
The visiting place and date for implementing this Study is shown in Table 2-2
Table 2-2
Date
Visiting Place and Date
Visiting place
Visit organization
1
23-Sep-11
Ha Noi
Vinamarine
2
27-Oct-11
Hai Phong
Vietnam Maritime Communication and Electronics Company
3
02-Nov-11 Hai Phong
Maritime Administration of Hai Phong
4
02-Nov-11 Hai Phong
Northern Vietnam Maritime Safety Corporation
5
03-Nov-11 Hai Phong
VINALINES HAI PHONG
6
03-Nov-11 Hai Phong
VINAMARINE HAI PHONG
7
14-Nov-11 Ha Noi
Vietnam Maritime Search and Rescue Coordination Centre
8
15-Nov-11 Ha Noi
Vietnam National Shipping Lines(VINALINE)
9
22-Nov-11 TP.Ho Chi Min
VINAMARINE HO CHI MINH CITY
10
SAIGON NEW PORT CORPORATION
11
SAIGON PORT COMPANY LIMITED
12
Maritime Administration of Ho Chi Minh
13
25-Nov-11 Vung Tau
Maritime Administration of Vung Tau
14
25-Nov-11 Vung Tau
Southern Vietnam Maritime Safety Corporation
15
28-Nov-11 Da Nang
Maritime Administration of Da Nang
16
29-Nov-11 Ha Noi
Agency for Environmental Impact Assessment and Appraisal
17
01-Dec-11
Ha Noi
18
08-Dec-11
Ha Noi
Vinamarine
19
10-Jan-12
Ha Noi
Vinamarine
Ministｒy of Agriculture and Rural Development
Department of Fishery
2-4
Chapter 3.
Justification, Objectives and Technical
Feasibility of the Project
1.
Background and Necessity of the Project
The Socialist Republic of Vietnam installed the Global Maritime Distress and Safety System (GMDSS) at
main ports and rivers under the Japanese yen loan for the period of March 2000 to January 2007 to perform
the SOLAS Convention (International Convention for the Safety of Life at Sea) and the SAR Convention
(International Convention for Maritime Search and Rescue) as required by International Maritime
Organization (IMO). This Project was highly evaluated by the Vietnam-Japan joint evaluation of this
Project made in 2008, but it was recommended to build up the Vietnamese capacity to fully comply with
the provisions of the said International Conventions by introducing the Automatic Identification System
(AIS) and the Vessel Traffic System (VTS).
On the other hand, the Vietnamese economy has been continued to show a high growth at an annual rate of
6 to 9% except a period after December 1986 when the Doi Moi Policy was adopted. After Vietnam has
recently become a member of the WTO, the economic globalization has increased the imported and
exported cargo volumes.
Vietnam has a long coastline of about 3,200km extending from north to south and rivers with a total length
of 198,000km and many ports are distributed along the coastline and the river. In the international trade,
the marine transportation accounts for over 80% and the domestic cargo transportation from south to north
depends largely upon sea transportation.
Therefore, it is considered that the future increase of cargo handling volumes at main ports will necessarily
face the following problems, to which the Vietnamese Government should make urgent solutions:
・ Securing the safety of navigation in coastal waters and main rivers in Vietnam;
・ Building up the capacity of sea transportation by efficient operation of port facilities;
・ Reinforcing the action against ocean pollution due to sea accidents; and
・ Reducing the CO2 emissions from growing marine transportation.
To cope with these circumstances, the Vietnamese Government decided officially to install Vessel Traffic
Systems at the congested ports and main rivers for 12 years starting from 2010 for the purposes of higher
safety and efficiency of marine transportation (Prime Minister’s Decision No. 1041/2009/QD-TTg).
In this background, the Study of port maintenance and operation and port development project will be
conducted through collection of information and hearing with related agencies. In addition, the project for
development of the system for vessel traffic surveillance and the system maintenance and operation
program will be planned through the examination of them from the following viewpoints:
1)
2)
3)
4)
5)
Securing the safety of vessels’ navigation;
Enhancing the efficiency of port maintenance and operation;
Taking the measure for protecting the ocean environment in the surrounding waters of ports;
Reducing the CO2 emissions in navigation of vessels; and
Establishing the concentrated port management system in Vietnam
The outline work flow of this Study is shown in Figure. 3.1-1. In this Section, items 1 through 4, and
items 9 and 10 will be examined. The above 5 viewpoints are collated with each other and some of them
have a trade-off relation. Therefore, the overall evaluation of those points will be made to serve for
planning the system development project.
3-1
Figure. 3.1-1 Outline Flow of Work
1. Trends of Vietnamese economy and policies of maritime
transportation and port systems
2. Analysis into the present status of maintenance and operation of
facilities, equipment, channels and ports of related agencies
3. Monitoring of maintenance and operation of the existing GMDS
4. Future forecast of cargo volume and vessel traffic at main ports
and extraction of problems
9. Ocean accident and pollution
studies
10. Study of actual status of suspected
vessels
5. Making up of the VTS, AIS and oceanic environment GIS introduction plan
and the maintenance and operation plan
6. Project implementation plan and schedule, and analysis into the
capacity of related organizations for implementation of the Project
7. Economic and financial analysis (EIRR and FIRR calculations) and
feasibility study
8. Analysis into
environmental and social
considerations
In addition, the function of VTS is regurated under the International Convention, such as SOLAS
and SAR. There are no altananative mentod to achieve the same function instead of VTS, AIS.
Therefore, it is not necessary to consider other plan in the study.
1.1
Trend of Marine Transportation and Port Policy in Vietnam
Many ports in Vietnam are located along river basins and the vessel’s draft is shallow and largely affected
by the fall and rise of the tide. Large-type vessels have to use barges for cargo loading and unloading at
present. This problem resulting in very inefficient marine transportation has already been pointed out.
As the ports are located along rivers, their site areas are limited and restrictive for construction of
large-scale crane facilities and storehouses. Therefore, the transportation cost becomes high even though
the production cost is set to a low value, and the cost competitiveness that the port areas should originally
have is reduced.
The countermeasures against these problems are also required to promote the invitation of the
establishment of factories from developed countries. As the measure for buildup of the marine
transportation for the time being, it is considered to develop the ports having deep waters to ensure large
vessels to berth, in particular, aiming at international gateway ports.
What is unique to ports in Vietnam is that each port is managed in various detailed categories called ‘Cang’
such as simple mooring facility, berth and terminal. Ports are largely divided into 3 categories:
state-operated ports, People’s ports and exclusive-use ports. The state-operated ports are managed by
VINAMARINE and VINALINES. The local ports are operated by Provinces or the People’s Committees
(or People’s Communes under the committees). The exclusive-use ports are dedicated to handling of oil
and coal and managed by the subordinate organizations under Ministry of Industry.
3-2
Such unique feature of the Vietnamese ports is an impediment to plan a long-term national port
development project. In the Master Plan, the functions of ports including international gateway ports and
local hub ports are defined clearly to set the priority order of development and to start the efforts to
formulate the comprehensive policy covering all the ports of different categories.
The port-related development project was submitted by Vinamarine through Ministry of Transport to the
Prime Minister Office and approved in July 2009. It is planned that this project will be implemented to
construct the necessary port infrastructure and facilities by 2020 looking to 2030. The concrete items of
port development are as follows:
・
・
・
・
・
・
Comprehensive modernized port development;
Port development synchronized between marine and land transportations;
Buildup of port capacity of transit ports, international gateway ports, hub ports and other ports,
and investment in port development under priority order which should be synchronous with
efficient port maintenance and operation;
Accessibility of large-type vessels to ports
Maximized mobility of resources
Harmony of port development with environment
This port development is set to the following five targets:
1)
To meet the demands of the world market for vessels’ cargo volumes and cargo sizes;
2)
Predicted cargo volumes in Vietnam:
- 2015: 500 – 600 million tons/year
- 2020: 900 – 1,100 million tons/year
- 2030: 1,600 – 2,100 million tons/year
3)
The development levels for main ports to attain these targets are shown in Table 3.1-1.
Table 3.1-1 Development levels of main ports
Port for Development
Port Function
Development Level
Van Phong
International transit port
Container vessel capacity: 9,000 –
for container vessels
15,000 TEU
Hain Phong,
International gateway
Vessel capacity: 80,000 – 100,000 DWT
Ba Ria – Vung Tau,
ports
Container capacity: 4,000 – 8,000 TEU
Central economic
development area
Large-scale ports
Hub ports
Tanker capacity: 300,000～400,000 DWT
Ore vessel capacity: 100,000 – 300,000
DWT
Large Tourist Center
Berth for passenger
Gross tonnage: 100,000 GRT
vessels
4) Development of logistics center connecting between marine transportation and land
5) TtransportationIntroduction of new technology necessary for qualitative improvement of existing
port facilities
The project based on this study is concerned the items 4) and 5) in the mentioned
above.
3-3
The Master Plan categorizes the port functions as follows:
A. Domestic general ports
1) International transit/gateway ports:
Van Phong (Khanh Hoa)
Hai Phong
Ba Ria – Vung Tau
2) Local hub ports:
Hon Gai - Quang Ninh
Nghi Sơn - Thanh Hoa
Nghe An
Son Duong
Vung Ang - Ha Tinh
Dung Quat - Quang Ngai
Quy Nhon – Binh Dinh
Ba Ngoi - Khanh Hoa
Ho Chi Minh
Dong Nai
Can Tho
B. Local ports
C. Exclusive-use ports
For the access channel improvement project, the following important channel are indicated:
Access channel to Hai Phong Port
Access channels to Vung Tau Port and Thi Vai River
Access channel to Ho Chi Minh Port along the Soai Rap River
Access channel to Can Tho Port, etc.
However, the following items are indicated as the present problems in implementing these
development projects:
1) Lack of standardization
2) Lack of comprehensiveness of local execution processes
3) Low quality and out-of-date technology
The investment amounts and fund sources necessary for development of these ports are estimated
as follows:
-
Total investment amount up to 2020: 360 – 440 trillion VND (USD 20 – 25 billion )
Total investment amount up to 2030: 810 – 990 trillion VND (USD 46 – 56 billion)
Expenditure out of national budget: 12% to 15%, others are funds from private companies
3-4
1.2
Outline of Target Sectors of the Project
1.2.1
Maritime Administrative Agencies
(1) Ministry of Transport (MOT)
As described in Chapter 1, the water transport administration on inland and at sea as well as domestic
aviation and land transportation are controlled by Ministry of Transport (MOT). The MOT is
responsible for formulation of national master plans and recommendations for transport-related
developments under Prime Minister’s decisions, guidance of local governments under the master plans,
formulation, enactment and supervision of transport-related laws, regulations and policies, formulation
of various national standards and technical standards for transportation and issue of licenses, and
approval of development and construction projects. The organization of the Vietnam Ministry of
Transport is shown below.
Figure. 3.1-2 Vietnam Ministry of Transport Organization Chart
Source : Prepared by study team based on MOT homepage
3-5
(2) Vinamarine
Vinamarine is a national agency established in 1992 to control the maritime services in Vietnam. The
Director General has the responsibility on behalf of Transport Minister to the Prime Minister and
controls the maritime sector in the entire country including all the state-operated maritime
organizations (under both the central and local authorities) and non-state-operated maritime
corporations, organizations and persons (including foreign organizations and persons making activities
within the territory of Vietnam).
Vinamarine manages the services including vessel management, port operations, marine transportation
service and crew education and a number of special corporations and state-owned companies are under
its control.
The functions of Vinamarine are as follows:
・ Issue of permission of navigating in the territorial waters of Vietnam to foreign flag vessels and
・
・
・
・
・
・
・
boats;
Announcement of ports opened for navigation;
Maritime service management;
Execution of search and rescue activities;
Exercise of port management formalities;
Response to maritime safety issues; and
Survey and resolution of illegal acts in maritime activities
The organization chart of Vinamarine is shown in Figure. 3.1-3.
The main departments within Vinamarine which may be involved in implementation of this Project are
as follows:
・ Maritime Administrations
・ Planning and Finance Department: Planning and investment for all maritime transportation
・
・
・
・
policies
Maritime Safety and Security Department: Planning of safety and security policies for all
maritime transportation issues
International Cooperation Department: Contact window for international cooperation for all
maritime transportation issues
Vinamarine Branch in Hai Phong City and Ho Chi Minh City: Branch in charge of maritime
administration in the North and South Area of Vietnam
Vietnam Maritime Search and Rescue Co-ordination Centre: VMRCC search & rescue center
3-6
Figure. 3.1-3
Vinamarine Organization Chart
3-7
The main departments and sections under the control of Vinamarine and its external organizations will be
outlined below.
(3) Maritime Administration (MA)
There are 25 Maritime Administrations in Vietnam which make the maritime management in the water
areas of their individual jurisdictions. The Maritime Administration is one of the national maritime
management agencies as defined in Article 58 of the Maritime Regulations of Vietnam: “The
governmental agency which makes the maritime management services in the port waters and local
navigable waters is called ‘Maritime Administration’.” In cases of inspection for marine safety
management and surveys of accidents and deaths occurring in maritime transportation, each MA has
to request for assistance and advice from Vinamarine. It is because the MA has to take careful
actions, especially in detaining a vessel. The Master Plan for port development which will be
described later states that the ports in each Area shall be managed in the following 6 groups:
Table 3.1-2 Management of Port Groups by Sea Area
Management
Ports and Management Area
Group
Group 1
Quang Ninh to Ninh Binh Ports in the North Area
Group 2
Thanh Hoa to Ha Tinh Ports in the Central North Area
Group 3
Quang Binh to Quang Ngai Ports in the Central Area
Group 4
Binh Dinh to Binh Thuan Ports in the Central South Area
Group 5
Ports along Con Dao River and Soai Rap River, and Tien Giang. Port
Group 6
Phu Quoc Port and Islands in the East-South Area
(4) Vietnam Maritime Safety Agency (VMS)
The VMS was established in 1975 to operate the maritime safety in Vietnam. Since the
organizational reform in 1995, it has been responsible not only for the conventional navigational
services, but also for new services including search and rescue actions, safety of vessels and protection
of maritime environment and channels. This agency undertakes the maintenance and inspection of
lighthouses and beacon systems in Vietnam. The management services for channel beacons and
channels (including channel surveys and dredging) had been undertaken by the internal departments of
Vinamarine, but the organizational reform was made in 2010 and such services has been transferred to
two (2) private companies taking charge of the North Area and the South Area.
(5) Vietnam Maritime Safety Inspectorate (VMSI)
The VMSI was established under the Prime Minister’s Decision (No. 204/TTg) as of December 28,
1992, under which the VMSI was vested in the following authorities:
・ To supervise the compliance with all the maritime rules and regulations and the international
・
・
・
・
・
agreements binding all the vessels of Vietnamese flag and foreign flags which are making activity
in Vietnam;
To inspect the ocean-going vessels, cargoes and equipment on board vessels, port facilities,
marine navigation equipment and other related equipment;
To command each Maritime Administration to investigate the cause of any accident;
To propose any measure for marine safety and environmental protection to Vinamarine;
To supervise the compliance with the safety standards for the activity of each Maritime
Administration, pilotage, and search and rescue activities; and
To promote the knowledge on marine safety and environmental protection.
(6) Vietnam Maritime Search and Rescue Co-ordination Center (VMRCC)
The VMRCC is an organization established in 1996 and under the control of Vinamarine. It gives
direct commands to the groups and department in the maritime industry sector in Vietnam for search
and rescue activities at sea and provides support of and coordination with domestic and international
organizations in the search and rescue activities.
3-8
(7) Vietnam Maritime Ship Communication and Electronic Company (VISHIPEL)
The VISHIPEL has been under the control of Vinamarine in the past, but it is privatized at present.
The company undertakes the maintenance and operation of the communications systems including 5
coastal broadcasting stations and 2 state-operated broadcasting stations as the GMDSS project was
implemented in 2 phases. These 7 broadcasting stations are on standby on a 24-hour basis for search
and rescue, medical support, marine weather forecasts and commercial service.
(8) Vietnam Inland Waterway Administration (VIWA)
There are a number of channels connecting to rivers, lakes, canals and islands (collectively called
“inland channels”) in the entire country of Vietnam. The transportation by these inland channels and
the relatively small river ports incidental to these channels are managed by VIWA as a branch agency
of Ministry of Transport.
In addition, the mare activities include the control of fishing vessels, but the fishing vessels are under
control of Ministry of Agriculture and Rural Development (MARD).
Vietnam Port Association (VPA) is an organization in whose members are public corporations and
private operators related to port management and the cargo handling volume at each port and the trend
of port policy is reported at its general meeting held every year.
1.2.2 Definitions of Target Services of the Project
The basic system components of the vessel traffic surveillance system to be developed in this Project will
be the VTS and AIS, which are intended to provide the items of service as described below to port
controllers and users requiring such services.
It was planned to install the AIS on vessels in phases from July 1, 2002 in accordance with the SOLAS
Convention as revised and the construction of AIS shore stations and AIS networks have been making
progress in many countries. The services that the use of such VTS/AIS can provide are as follows:
(1) VTS Services
The services to be provided by VTS relate to the vessel traffic management services as provided in the
Resolution A.857 (20) of the IMO General Assembly and are stated in the “Guidelines” in such
Resolution.
The VTS services are divided into the following:
a. Information providing service
b. Navigational aid service
c. Vessel traffic management service
These services are intended to enhance the safety and efficiency of navigation and maintain the safety
of life at sea. In addition, the services are also intended to protect the water areas such as important
protection districts and work sites as well as off-shore facilities which may have serious impacts on
vessel traffic. The 3 service items will be outlined below.
a. Information providing service: Information is provided to the water area covered by the VTS
service in the form of broadcasting at a regular time in constant intervals, or from time to time as
deemed to be necessary on the VTS operator side, or on a request from a vessel.
b. Navigational aid service: Navigational aid service is important, especially in difficult
navigational or meteorological conditions and provided usually as requested from a vessel, or
from time to time as deemed to be necessary on the VTS operator side.
c. Vessel traffic management service: This service allows port operators to acquire the vessel traffic
management and vessel movement plans for the vessels arriving in and departing from a port or
navigating on channels and to prevent the congestive and dangerous conditions of the port. In
particular, this service is important in a time span when the traffic is congested, or when the traffic
flow of other vessels may be impacted by special transportation of hazardous materials or the like.
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(2) AIS services
The services to be provided by the AIS are the following:
a) Use of AIS for VTS operation: For instance, the information on the vessels with no carriage of
AIS or on the vessels acquired only by VTS is transmitted via AIS.
b) Provision of information on GNSS correction values
c) Automatic reporting in the forced vessel position reporting system
d) Search and rescue activity: Use of AIS in joint search and rescue activities by sea and air. The
search and rescue activity is facilitated by indicating the position of a distress vessel on the AIS
monitors on the vessels navigating in the vicinity of the distress vessel.
e) Route beacons: The AIS equipped with a light buoy can provide the information on position,
light quality, tidal currents, weather and visibility.
f) Use for port management: The arrival and departure management can be made with high
accuracy by acquiring vessel movement information. The AIS can be used effectively for the
systems for port facilities management and for information on international maritime
transportation can also be used effectively.
The information provided by the AIS will be examined in the stage of development in detail, but the
following items of information are considered:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
o)
Accident information;
Navigational and meteorological information
Cautions on dragging anchor and cargo shifting
Warnings on winds above sea, etc.
Failures of lighthouses, light buoys, etc.
Work information
Information on vessel traffic limitations
Information on objects on routes
Evacuation advice information
Tsunami warning and cautions
Grounding prevention information
Dragging anchor information
Collision avoidance information
Sea accident site information
Proper AIS operation guidance
The AIS can be used as an aid for judgment on safety of navigation and it is one of the means of
acquiring vessel information and can support the VTS, but it has been pointed out that the AIS is not
alternative to the VTS.
Therefore, it is considered that both systems are used complementally. By configuring the VTS and
the AIS as an integrated information system, especially in port management, the vessel traffic
information can be acquired quickly and the vessel arrivals in and departures from a port and the cargo
loading and unloading can be scheduled with high accuracy, thereby allowing the use of various port
facilities and the port-related services to be managed properly. So, the information available from
the VTS/AIS is important for securing the safety of navigation. Furthermore, the comprehensive port
management system using the VTS/AIS can make efficient port operation.
1.2.3 Definition of Beneficiary Groups
Port operators, channel operators, maritime safety agency, transportation operators, ship owners, cargo
owners and (fishing vessels)
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1.2.4 Declaration of no alternative method
VTS and AIS are regurated under the International Convention, such as SOLAS and SAR.
There are no altanative method instead of VTS and AIS. Therefore, it is necessary to achive of
the project with VTS, AIS include extisting GMDSS for development of international port in
Vietnam.
1.3 Present Status of Related Agencies and Operation of Their Systems
The present conditions of the agencies and departments related to maritime vessel traffic management will
be described below from the viewpoints of safety of navigation, efficiency of port operation and oceanic
environment and based on the data collected in Vietnam.
(1) Safety of vessel navigation
The statistic data on sea accidents that occurred in the coastal waters in Vietnam for the past 5 years
(2006 to 2010) is shown in Table 3.1-3. The data from the materials for the Southeast Asia Maritime
Expert Meeting (number of sea accidents from 1996 to 2000) is also added in the lower column of this
table for comparison. The average number of the sea accidents for 5 years is indicated in the left
column to see the changes for 10 years.
As a result, 101 sea accidents occurred from 1996 to 2000, but the accidents increased about 1.4 times
to 143 cases from 2006 to 2010. This data was acquired after the GMDSS was installed and when the
search and rescue system was fully established, allowing the statistic data on sea accidents to be
acquired accurately. And the number of accidents is limited to the serious major accidents except
minor ones and the comparison was made in the same conditions.
Therefore, the number of sea accidents is increasing in relation with the developing economic activities
in marine transportation and fishery industries. If the port development projects are implemented in
future, the number and traffic frequency of vessels will be increasing and the danger in marine traffic
will also increase. From this point of view, it is an urgent necessity to introduce the system for
reducing the danger in vessel navigation and securing the safety of navigation.
Table 3.1-3 Statistics of sea accidents of Vietnamese flag vessels
in Vietnamese territorial waters
1996-2000
2006-2010
1996
115
2006
113
1997
87
2007
173
1998
68
2008
128
1999
117
2009
128
2000
120
2010
171
Average for 5 years
1996-2000
101
Source:
Average for 5 years
2006-2010
Based on the materials available from VMRCC
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143
Figure. 3.1-4 The ratio of cases of actual mobilization and ship
The number of maritime accidents for each area (North, Central and South) is shown in Figure 3.1-4 ,
which is actually carried out to rescue after the receiving reported by VMRCC in 2010.
As seen from the sea accident cases handled by each local VMRCC in the above figures, it is made clear
that there were many accidents of fishing vessels in the South Area and that there were many accidents of
cargo vessels in the North Area.
The ratios of sea accident cases limited to the coastal waters (within 50NM) of Vietnam are shown in
Figure. 3.1-5. Even if the accident cases are limited to the coastal waters, the ratios by Area are not
largely changed, but the ratio of cargo vessel accidents in the North Area reached 25%.
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Figure. 3.1-5
The ratio of cases of actual mobilization and ship (within 50NM)
On the other hand, there is another problem with piracy by suspected vessels on routes and coastal
waters in addition to the above sea accidents. To cope with this problem, it is necessary to expand
the coverage of the systems under the Project separately. The change of piracy cases (including
attempted cases) in the ASEAN waters including Vietnam for the past 5 years is shown in Table 3.1-4
for reference.
Table 3.1-4 Change of Piracy cases in the ASEAN waters
Sea Area
2006
2007
2008
2009
2010
Indonesia
Strait of Malacca
Malaisia
The Philippines
Strait of Singpoer
Thailand
South China Sea
Vietnam
Total
50
11
10
6
5
1
1
3
87
43
7
9
6
3
2
3
5
78
28
2
10
7
6
11
64
15
2
16
1
9
1
13
9
66
40
2
18
5
3
2
31
12
113
Ratio of Vietnanese waters
(%)
3.4
6.4
17.2
13.6
10.6
Source: Based on the “Annual Report 2010 on Piracy and Armed Robbery Cases to Vessels” by
Piracy Reporting Centre (PRC), International Maritime Bureau
As seen from the number of piracy cases in the Vietnamese waters, about 10 cases occurred for these
several years. In comparison with ASEAN countries, the 10% level of the total in the entire ASEAN
waters occurred in the Vietnamese waters. Therefore, it is necessary to take the measures such as
supervision and regulation separately.
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(2) Higher efficiency of port operation
As described previously, the ports in Vietnam are located in the river basins, and the vessel’s draft is
shallow and largely affected by the fall and rise of tide. Barges may be used for cargo loading and
unloading at large vessels, but in other cases, vessels are waiting for the full tide with higher depth to
travel upstream from a river port for loading and unloading. The vessel traffic may also be limited
by such natural condition as well as the insufficient undeveloped port facilities to receive vessels.
Vessels are forced to wait off shore until the full tide to run upstream. The congestion on the
channels within a port may be higher than the statistic number of vessels calling the port.
In the hearing with Maritime Administrations in this Study, it was pointed out that it would be
necessary to monitor such vessel traffic trend showing that vessels navigate within a port and along a
river in the full tide or flood tide in the nighttime.
The large ports to be developed in future will be dredged and vessels are strictly required to run on the
dredged channels for entering or leaving such ports. For higher efficiency of port operation, it is also
necessary to give proper advice to vessels on the entering channel to secure the safety of navigation
and ensure quick loading and unloading. It was also pointed out that the meteorological and
oceanographic conditions at such dredged port should be monitored more carefully than other ordinary
ports to pay attention to the changes. In particular, at the ports in the North Area, the sight is limited
by seasonal fogs, thereby increasing the risk of collision accident. (Source: Material of the Seminar
for Marine Safety Management at Ha Long Bay, 2005) The meteorological and oceanographic
phenomena change locally and with time. There are some ports for which it is desirable to acquire
such observatory data quickly in the framework of the future port development.
(3) Present status of oceanic environmental protection, conservation and regulation
There are many restricted districts in Vietnam for the purpose of oceanic environmental protection.
These districts are regulated under the applicable UNESCO convention, Ramsar Convention and IMO
MARPOL Convention, of which there is any Convention that Vietnam has not ratified. However,
the international move for environmental conservation and regulation will be more active.
The list of restricted districts as designated in Vietnam is shown in ANNEX-5-2. The restricted
districts as designated for oceanic environment are shown in Table 3.1-5.
In particular, there has recently been a move to review the “Particularly Sensitive Sea Area (PSSA)”
in the coastal countries. The countries having such sea areas are required to take any preventive
measure for oceanic environmental protection by regulating and monitoring vessel traffic at all times.
Table 3.1-5 Restricted Districts for Oceanic Environment
Number of
Type
District
District
1
World Heritage (National Heritage)
Ha Long Bay
6
Can Gio mangrove forest, Cat Ba Island,
Kien Giang Coastal Zone, Cu Lao Cham ,
Ca Mau Coastal Zone, the Western of Nghe An
3
Ha Long, Lang Co, Nha Trang
Biosphere Reserve
World Beautiful Bay
Cat Ba, Con Dao, Bai Tu Long, Phu Quoc,
Xuan Thuy, Nui Chua Mui Ca Mau
National Protected Disticts
4
Tien Hai, Hon Mun,Cu Lao Cham,Rạn Trào
16
Dao Tran, Co To, Cat Ba, Bach Long Vi, Hon Me,
Con Co, Hai Van-Son Tra, Cu Lao Cham, Ly Son,
Marine Protected Area
Hon Mun, Hon Cau, Phu Quy, Nui Chua, Con Dao,
Nam Yet, Phu Quoc
Source: Lecture at the 35th Anniversary Meeting of Vietnam Science and Technology Academy
National Park
7
The ports in the North Area are located in Ha Long Bay which is a world heritage and the vessel
traffic surveillance after port development is important from the view of environmental conservation.
At present, this area attracts attention as the candidate for “New 7 Wonders”. If oil spill occurs in
any vessel accident, it will give a serious impact on the surrounding environment and decrease the
tourists to the important tourism resources in Vietnam, resulting in an economic setback. Especially,
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the river channels in Ha Long Bay are controlled by Vietnam Inland Waterway Administration
(VIWA) and in accordance with the river signal rules and the sea channels are under the control of
Vinamarine and in accordance with the sea signal rules. However, it has been pointed out that these
rules are different for rivers and for sea. (Source: Material for the Seminar on Marine Safety
Management at Ha Long Bay, 2005)
For Cat Bar Islands, there is a move for establishment of GeoPark and World Heritage and in the
surrounding area, it is necessary to consider the oceanic environment more and secure the safety of
navigation at Hai Phone Port.
There are many oil spill cases in sea accidents in Vietnam. As crude oil is produced in this country,
the interest in oil spill accidents is very high and Vietnam has established the cooperative system with
Thailand and Cambodia. Within the country, there are 3 oil spill accident response centers in Hai
Phong, Da Nang and Tỉnh Bà Rịa-Vũng Tàu. These centers are provided with personnel and
equipment and their branches are established at the oil handling ports. Hai Phong and Da Nang
Centers are under the direct control of Ministry of Defense. Tỉnh Bà Rịa-Vũng Tàu Center is
operated by an oil company, but all the Centers will be operated by VINASARCOM. These
situations will be wrapped up based on the “Daily Reports on the Sea Defense” of 2003 and the
“Report on the Study of the Southeast Asia Maritime Expert Meeting”.
The ocean pollution cases that occurred in the territorial waters of Vietnam or in which Vietnamese
flag vessels are involved are shown in Table 3.1-6.
Table 3.1-6 Ocean pollution cases due to Vietnamese flag vessels in Vietnamese waters
Date
Location
Spilled Oil
Oil Quantity (tons)
August 10, 1989
Quy Nhon
Fuel oil
200
November 26, 1992
Bach Ho
Crude oil
700
September 20, 1993
Vung Tau
Fuel and diesel oil
200
May 8, 1994
Saigon
Fuel oil
130
October 3, 1994
Cat Lai
Diesel oil
1,850
January 27, 1996
Cat Lai
Diesel oil
72
August 16, 1998
Nha Be
Diesel oil
180
2001
Ganh Rai
Fuel oil
900
Source : “Report on the Study of the Southeast Asia Maritime Expert Meeting”.in 2003Source :
Prepared by study team
For 10 years (1989 to 1998), oil spill of several hundred tons occurred 6 times and one time of oil spill
exceeding 1000 tons occurred. If the vessel size becomes larger and the vessels loaded with hazardous
materials increase, the risks of grounding and collision accidents will increase. It is required to make
quick response and monitor the trend of these vessels and the vessel information including loading of
hazardous materials.
(4) CO2 emission reduction measure and vessel traffic management
In pace with the global trend of international maritime transportation, the regulations for CO2
emissions from vessels were revised in the IMO Convention to obligate the vessels to be provided
with the CO2 emission reduction measure as of January 2013. This revision will be outlined below.
(Source: Press release on July 19, 2011 from Ministry of Land, Infrastructure, Transport and Tourism:
“Details of the Revisions in the Convention adopted by the 62nd Marine Environmental Protection
Committee (MEPC62)” )
・ Background of introduction of CO2 emission regulation: The following 2 points are stated:
①
Establishment of international framework: As the international maritime transportation
beyond the borders does not fit the framework of exhaust emission quota by country, it was
excluded from the Kyoto Protocol. Therefore, it is provided in Article 2.2 of the said
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②
Protocol that the measure for reduction of CO2 emissions shall be examined by IMO. CO2
emissions from international transportation were approximately 870 million tons in 2007.
(About 3% of the global emissions were equivalent to the emissions in Germany.)
In the
future, however, it is foreseen that the emissions will substantially increase as the marine
trade volumes in the developing countries increase. It is the urgent necessity to establish
the international framework for reduction of CO2 emissions in marine transportation.
Drafting of the Convention on the initiative of Japan: Japan as one of the world leaders of
maritime shipping and shipbuilding has taken the initiative in the deliberations on the
measures for reduction of CO2 emissions from international transportation at IMO by
submitting a number of proposals. The revised Convention was also prepared based on the
proposals by Japan.
・ Main points of revisions to the Convention: Vessels will be obligated to take the following 2
measures in and after January 1013:
① CO2 emission index for vessels to be built in and after 2013 “Energy efficiency design
index”: Introduction of EEDI and enforcement of CO2 emission regulation
② Obligation to make up the energy saving ship operation plan (“Ship Energy Efficiency
Management Plan (SEEMP)”
・ Effects of the revised Convention: The effects of the Convention are stated as follows:
Expected effects of reduction of CO2 emissions: The vessels to be newly built in and after 2013
are required to meet the CO2 emission criteria set by vessel type. The criteria will be reinforced
in phases and the vessels will be replaced with those which have excellent fuel efficiency in turn
in future. The on-going vessels will also be obligated to make up the energy saving operation
plan to cope with improvement of efficiency of operations. It is expected from these measures
that the CO2 emissions will be reduced by about 20% in 2030 and about 35% in 2050 in
comparison with the level in the case of taking no measure.
・ Future measures: IMO is making deliberations on the economic framework including the fuel oil
charging system and the emission trading scheme (ETS) to promote the higher energy efficiency
improvement of vessels than the regulation in this Convention, and some proposals such as the
system for giving incentives to vessels which have improved energy efficiency (system for
exempting vessels with lower CO2 emission than the regulated value from fuel oil charges) have
been made.
In taking these trends into account, it can be considered to provide channel and ocean information for
effective use to vessels in taking the procedures for quick arrival in and departure from ports and
selecting their optimum routes for good environmental contribution in this Project. Therefore, it is
recommended to make the examinations on building up the capacity of vessel traffic surveillance
and safety management in attaching importance to the efforts in the environment aspect.
(5) Desirable port management in Vietnam
The development of port facilities in this Project will be able to provide the information on vessels and
ports mainly to Maritime Administrations and make the exchange of information between Maritime
Administrations, and between port controllers and related agencies at any time. As a result, the port
facilities that have been developed so far will realize the system in which such developed port
facilities will contribute to the maintenance and operation of ports under the leadership of Vinamarine.
It is deemed to be very significant that such system will support the concentrated efforts for port
development as a national policy.
These 5 viewpoints have not been highlighted in the present situation that the port facilities are developed
and operated at each port individually, but those points will be getting more obvious as the number of
vessels arriving in and departing from each port and the vessel traffic on routes will be increasing along
with the future development of port facilities.
From these viewpoints, therefore, it is important to foresee the circumstances, including the measures to
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alleviate any negative impacts, which will become obvious in the future progress of marine transportation
to be made by vessel traffic surveillance and safety of navigation in this Project. In the examinations in
this Study, the “Port Project for Safety Surveillance” will be proposed in synchronization with each phase
of the port development projects in progress in Vietnam and the problems to be foreseen from the above 5
viewpoints will also be solved by implementing such Project.
1.4 Status of Installation and Operation of Existing GMDSS
It has the objective to allow Rescue Coordination Centers (RCCs) and vessels to quickly receive a distress
signal in event of a sea accident by GMDSS(Global Maritime Distress and Safety System)in order that a
RCC and a vessel navigating in the vicinity of a distress vessel can make search and rescue activities within
a shortest time. This system is also capable of providing distress, emergency and safety communications
as well as marine safety information (including navigational and meteorological warnings). This means
that all navigating vessels can acquire necessary information for the safety of themselves and the safety of
other vessels in the same sea area.
For most of the coast radio stations in Vietnam, it had been urgently necessary to secure the safety of
marine traffic in the trend in which the role of domestic marine transportation became important year by
year and the number of vessels calling ports was foreseen to be substantially increasing. On the other
hand, Vietnam formulated the project of installing coast radio station system and satellite communications
equipment to respond to the GMDSS advocated by IMO. The Vietnamese Government developed the
GMDSS system on yen loan. In installation and operation of the new system, the guidance of the
maintenance and operation procedures through training of personnel, including the review of search and
rescue system, was also provided by Japan. However, many problems are left including fishing vessels
sailing out off shore without installing sufficient radio equipment, lack of consciousness of problems such
as erroneous transmission of a distress signal due to operating mistake, and undeveloped search and rescue
scheme.
The follwings is a summary of general equipment composition;
(1) System configuration of existing GMDSS
1)
2)
3)
4)
5)
Class 1 station (NAVTEX 13, MF, HF, VHF): One station (Ho Chi Minh)
Class 2 station (MF, HF, VHF): 2 stations (Vung Tau, Nya Chang)
Class 3 station (MF, HF, VHF): 3 stations (Tỉnh Kien Giang, Can Tho, Quy Nhon)
Class 4 station (unattended: VHF): 12 stations (Bac Lieu, Cam Ranh, Con Dao, Dung Quat, Ha
Tien, Ly Son, Nam Can, Phan Thiet, Pho Quoc, Phu Quy,
Quang Ngai, Tho Chu), of which Phu Qui and Quang Ngai
were relocated to Phang Rang and to Phu Yen respectively.
LUT14/MCC15: Hai Phong
In the system configuration, LUT is the abbreviated code of Local User Terminal (land receiving
station), MCC means Mission Control Center, NAVTEX is navigational telex, MF is a medium
frequency, HF a high frequency and VHF a very high frequency communications facility.
(2) Sea areas covered by existing GMDSS and effects of its introduction
The sea areas covered by the existing GMDSS are categorized into 3 areas:
A1 sea area: A radiotelephone communications coverage area of one or more VHF radio coast stations
which can continuously use the warning by digital selective call (CH 70/156.525MHz). Normally, it
is an area of 20 to 30NM (37 to 56km) from the coast station.
A2 sea area: A radiotelephone communications coverage area of one or more MF radio coast stations
which can continuously use the warning by digital selective call (2187.5 kHz) (except A1 sea area).
In planning the project, it is an area of within 100NM (190km) exclusive of the A1 area, but in
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practice, the MF radio station is capable of communication in the range of up to approximately
400NM (740km).
A3 sea area: This area is the communications coverage of Inmarsat geostationary satellites capable of
continuously using warning (exclusive of A1 and A2 areas), which covers the area exclusive of A1 and
A2 areas from lat.76°N to lat.76°S.
It has been reported that the effects as planned was obtained by introducing the above GMDSS system.
The “Joint Evaluation Report” that was made after introduction of the system stated the details as follows:
1)
Conformity to international conventions
As the outputs of this project, ① the installation of GMDSS radio stations in the South Area of
Vietnam; and ② the installation of LUTs and the MCC were achieved. As a result, Vietnam could
comply with the rules and regulations of the SOLAS and SAR Conventions. In addition, ③ the
installation of the GMDSS radio station in the North Area of Vietnam and ④ the installation of the
satellite communications facilities were the outputs of the radio coast station project (Phase I) in the
North Area.
2)
Expansion of communications area
In addition to the Phase I project implemented in the North Area of Vietnam, the completion of this
project ensured that radio and satellite communications became usable all the sea areas A117, A218
and A319. After completion of the GMDSS project, Vietnam Maritime Communications and
Electronics Company (VISHIPEL) taking charge of the facilities of this project has been able to
communicate with large vessels navigating in oceans (almost all sea areas) and with small vessels
(such as fishing vessels) sailing in coastal waters (about 100km to 200km from coasts depending upon
the weather conditions).
3)
Increase in traffic – Increase in communication times through radio coast stations
After completion of the GMDSS project, the communication times using the Vietnam coast radio
communication system is increasing year by year. The volume of information including navigational
warnings, search and rescue information, and meteorological and weather information which are
provided by VISHIPEL was almost doubled during the period of 2003 to 2007.
This Study made clear that the GMDSS project contributed to the development of maritime transportation
and fishing industry by extracting the following opinions and comments:
①
②
③
The good environment was provided by the domestic and foreign investments under the GMDSS
project, resulting in the effective use of maritime transportation industry.
The fishing vessels can make operations at more remote waters than ever and the information on
markets and promising fishing grounds was easily obtained.
The capacity of coastal radio communications was higher, ensuring the safety and security of fishing
vessels to be improved.
It is obvious that the GMDSS project made considerable contribution to the development of fishing
industry. In addition, it has been reported that the coastal communications system is widely used for
ship-to-shore communications (between vessels, and crew families and offices).
Although the equipment for improving the safety of marine traffic was introduced in Vietnam, some
problems and issues are pointed out by the parties concerned: (a) lack of communications capacity of
fishing vessels (many fishing vessels are not provided with necessary communications equipment); (b)
difficulty to standardize the communications protocols beyond various types of vessels; (c) limit of rescue
equipment and personnel’s capacity of VMRCC; and (d) limit of the coordination capacity of existing
search and rescue system.
It has been pointed out that the above (a) and (b) are also very difficult problems for the developed
countries, while the problems (c) and (d) are related to the organizational and system capacity, which is also
required to be reinforced in Vietnam to make the maximum use of the GMDSS system. It has also been
reported that “the coordination procedures in the existing search and rescue coordination system (scheme)
are complicated in terms of operation, and that the practical rules of coordination among related ministries
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and agencies, and the guidelines for operation are not established.
functioning effectively and efficiently.”
Therefore, this system is not
In regard to the problems such as lack of organizational and system capacity for search and rescue in
Vietnam, JICA (former JBIC) made the “Study of the Organizational Improvement for Maritime Safety
through Search and Rescue Activities” (Reference Study of Strategic Organizational Reform Models) in
2004. Based on the recommendations in this Study, Vinamarine formulated the Action Plan for
reinforcement of the organizational and system capacity for search and rescue. At present, the
organization and system may be better established than that time, but the educational and training facilities
are still insufficient and the demand for such facilities was presented in the hearing survey with the
VMRCC staff in charge of such field.
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2.
Examinations for Determination of Items of the Project
2.1
Port Selection Factors (Demand Prediction)
In this Project, it is necessary to select the target port groups and examine the necessary layout of facilities
and system scale based on main channels and anchorages at each port. As the factors for determining the
development items in this Project, the following indicators are considered:
(1) Selection of target ports and future forecast of cargo handling volume
Vinamarine formulated the Vietnam Port System Development Plan (Master Plan) in 1999 under the
guidance of Vietnam Ministry of Transport and thereafter continued the review of scope (areas,
schedule and targets for development), and features and development year of the newest maritime
transportation network program and the latest Master Plan was approved by the Prime Minister Office
in 2009.
In selecting the target ports, the candidate ports in the Master Plan were divided into groups and the
forecast cargo handling volume of each group (for 2015, 2020 and 2030) was adopted as a factor for
port selection.
(2) Category of target ports in Master Plan
The ports in Vietnam are categorized by importance in the Master Plan into “Class I” which is a
large-scale port to contribute to the economic development in the entire country and between regions,
“Class II” which is a medium-scale port to contribute to the regional economic development” and
“Class III which is a small-scale port for any industrial activity such as special use”. This factor is
considered for port selection.
In the Master Plan in which such categories are defined, a total of 40 ‘port groups’ including nearly
300 ports including mooring facilities and berth terminals called “Cang or Ben” was categorized.
Thus, it is said that the concept of port in Vietnam is approaching the international standard. As the
ports were categorized by importance and scale, the hierarchical structure of ports is defined and it is
deemed as one of the basic conditions to formulate the port development and investment strategies in
the future.
(3) Priority of port development (annual plan)
In the Master Plan, the construction of new ports and the rehabilitation of existing ports are included
and the work schedule for those items is indicated. It is also necessary to determine the schedule for
installing Vessel Traffic Systems to ensure that the manufactured systems will be delivered in the
synchronization with the service-in year after completion of the port development. The priority of
port development is considered for selection of target ports.
(4) Uses of ports
In the Master Plan for port development, there are some ports which are categorized into the “Ports of
Special Use”. These ports are important for industrial activities such as loading crude oil, coal, and
products in developed industrial areas. This item is adopted as an indicator.
In particular, the thermal power plant construction program is planned for the coastal areas of Vietnam
and it is expected that the construction will make progress. The coal and other materials for power
generation will be transported mainly by sea from the North Area of Vietnam. For transportation of
those materials, the ports and mooring facilities for the exclusive use will be constructed. Therefore,
it will be important to make surveillance of the vessels calling the ports regularly for transportation
and the coastal areas including those ports may be the target area for development.
The projects of constructing power plants and related ports which PetroVietnam is planning are shown
below.
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Table 3.2-1
Source:
PetroVietnam Project Summary “WARMLY WELCOME TO PETROVIETNAM“
Table 3.2-2
Source:
Power Plant Construction Projects Planned by PetroVietnam
Related Port Construction Projects Planned by PetroVietnam
PetroVietnam Project Summary “WARMLY WELCOME TO PETROVIETNAM“
(5) Installation of navigational safety equipment
In the “Detailed Master Plan” under the Prime Minister’s Decision in 2011, the navigational safety
equipment such as VTS and the channel dredging work are planned. This deepening of port waters is
considered as a factor for port selection.
(6) Natural environmental conditions in port surrounding areas
In addition, the oceanic environmental conservation out of 5 viewpoints regarded as important in this
Study is considered as a factor for port selection. In the surrounding areas of target ports, it is
desirable to take necessary measures to prevent any vessel accidents which have serious impacts on
the oceanic environment. It is considered as a factor for port selection whether there is any oceanic
environmental conservation district in the environs of a port group.
3-21
The flow of selection of target ports is shown below.
Table. 3.2-1
Flow of Selection of Target Ports in the Project
3-22
2.2
Extraction and Analysis of Problems in Determination of Project Items
2.2.1 Study Process & the result for Project Items
The results of sorting the ports in Vietnam in accordance with the factors and procedure for port selection
are shown in ANNEX-2. One example is shown in Table. 3.2-1 above, but the examination results of
296 ports are indicated in view of the main factors of examination.
The target port groups for the development years (2015 and 2020) in the final stage will be screened from
the following viewpoints and shown in Table 3.2-3 .
a) Safety surveillance
b) Port efficiency
c) Oceanic environmental conservation
d) CO2 emission reduction
e) Centralized management of vessel traffic information
3-23
Table 3.2-4
Selection Table for target Port
Inplementation Plan for Target Port Area up to 2015 and up to 2020
( *: belongs on plural Port Authorities)
Port
Authority
Group No.
1
1
Cảng Vạn Gia
2
Cảng Hải Hà
3
4
5
6
7
2
8
9
10
11
3
12
13
14
15
16
17
18
4
19
20
21
22
23
5
24
25
26
27
28
29
30
31
6
32
33
34
35
36
37
38
39
40
Cảng
Cảng
Cảng
Cảng
Vạn Hoa, Mũi Chùa
Cẩm Phả
Hòn Gai
Hải Phòng*
Cảng Nghi Sơn
(Thanh Hóa)
Cảng Nghệ An
Cảng Sơn Dương,
Vũng Áng
Cảng Quảng Bình
Cảng Quảng Trị
Cảng Thừa Thiên Huế
(T.T.Huế)
Cảng Đà Nẵng
Cảng Kỳ Hà
Cảng Dung Quất
Cảng Quy Nhơn
Cảng Vũng Rô
(Phú Yên)
Cảng Vân Phong
(Khánh Hoà)
Cảng Nha Trang, Cam Ranh
(Khánh Hoà)
Cảng Ninh Thuận
Cảng chuyên dùng Nhà máy
nhiệt điện Vĩnh Tân
Cảng Kê Gà
Cảng Vũng Tàu
(Bà Rịa - Vũng Tàu)
Cảng Đồng Nai
Cảng TP.Hồ Chí Minh
Cảng Cần Thơ
Cảng Vĩnh Long
Cảng Hậu Giang
Cảng Trà Vinh
Cảng Sóc Trăng
Cảng cho tàu biển lớn ngoài
khơi cửa sông Hậu
Cảng chuyên dùng nhập than
cho nhiệt điện
Cảng Đồng Tháp
Cảng Tiền Giang
Cảng Bến Tre
Cảng An Giang
Cảng Cà Mau
Proposed Plan
-2015
-2020
-2030
Grade1
ITGP
RHP
others
✔
Grade
2
Hai Phong*
✔
✔
Note
✔
✔
✔
✔
✔
ⅠA
Ⅰ
✔
✔
✔
✔
Port Type
existin plannin
g
g
✔
✔
✔
✔
✔✔
Grade
3
✔
✔
Quang Ninh
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
Nghe An
✔
✔
✔
✔
✔
✔
✔
Ha Tinh
✔
✔
✔
✔
✔
✔
✔
Quang Binh
Quảng Trị
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
T.T.Hue
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔✔
✔
Quy Nhơn
✔
✔
✔✔
Nha Trang
✔
✔
✔
✔
✔
✔
✔
✔
Vung Tau
✔✔
Đồng Nai
TP.Ho Chi
Minh
✔✔
✔
✔
✔
✔✔
Dong Thap
My Tho
An Giang
Ca Mau
Kien Giang
✔
✔
✔
Binh Thuan
Can Tho
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
Delay of Port Plan
✔
✔
✔
✔
✔
✔
For Industry Area
For Electric Plant
✔
✔
3-24
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
Specialty of electric
factory
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
Remarks
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
Draging
✔
✔
✔
✔
Specialty with combination
AIS
✔
✔
✔
✔
✔
✔
✔
✔
VTS
✔
✔
✔
✔
Specialty with combination
landing
✔
✔
✔
✔
✔
✔
✔
Special Use
✔
✔
✔
Master　Plan
S
✔
✔
Da Nang
Quảng Nam
Quang Ngai
Ⅱ
✔
Thanh Hoa
Cảng Kiên Giang
Cảng Bạc Liêu
Cảng Phú Quốc
Number
of Port
✔
✔
✔
✔
✔
✔
✔
✔
The course of selecting the target ports will be summarized below.
(1) All the ports that were defined as ITGP (international transit and gateway ports) and RHP (regional
hub ports) are selected as target ports as a rule.
(2) Other ports for special use which have a high priority are selected as target ports.
(3) 269 ports in the entire country of Vietnam are divided into 40 port groups and the port development
will be made by port group.
(4) In the table in ANNEX-2, each of the ports (including terminals and mooring facilities) is defined by
port (in terms of grade and use). In this Study, the ports are grouped into 40 port groups to ensure
that the overall evaluation will be made to finally clarify the “importance grade of each port group”
for implementation of this Project. (See Table 3.2-4.)
(5) The target ports for VTS and AIS installation as stated in the Detailed Master Plan are considered as
the ports to be developed with priority and indicated in a column of Table 3.2-3. However, this
Project will be aimed at the wide-range surveillance of vessel traffic and include other ports than those
indicated in the Detailed Master Plan, which were also examined for introduction of VTS/AIS.
(6) The target ports were selected for 2 phases up to 2015 and up to 2020 in synchronization with their
individual development years. However, the progress of port development in the present stage (such
as Hai Phong Port), the development of the hinterland (such as Da Nang) and the thermal power plant
construction project requiring marine transportation of fuels were considered in phasing this Project.
The local conditions which are not indicated in the above tables were also considered from the following
viewpoints:
a) Viewpoints of vessel traffic safety surveillance
The cargo handling volumes by port group as estimated in the Master Plan for port development are
shown in Table 3.2-4. As seen from this table, Group 5 including Vung Tau – Ho Chi Minh is
expected to show a high growth in the phase of 2020, and Group 1 including Hai Phong is also
expected to handle a doubled cargo volume in the phase from 2015 to 2020.
From the viewpoint of vessel traffic safety surveillance, such increase of cargo handling volumes
will not absolutely lead to the increase of vessels entering and leaving ports and the congestion on
channels within a port because cargo loading and unloading will be carried out at terminals of large
ports with deep water depths to ensure the cargo handling with large type vessels. At transit ports,
however, a higher number of medium/small-scale vessels will enter and leave the ports. Depending
upon the geographic conditions of ports, there are ports in which a number of tourist ships and
fishing vessels are running on channels and in environs of anchorages. As seen from the trend
toward increasing cargo handling volumes, the importance of vessel traffic surveillance in each area
will be higher in future.
b)
Port operation efficiency
To respond to these circumstances, the cargo loading and unloading facilities at ports will be
modernized, while the demands for collection and dissemination of vessel-related information to
ensure vessels on channels to be guided to berths efficiently will be put in by the port-related parties
in the future.
3-25
Table 3.2-4 Estimated cargo handling volumes
by port group in Detailed Master Plan
Group
Group-1
Group-2
Group-3
Group-4
Group-5
Group-6
Source :
Mini
Max
Mini
Max
Mini
Max
Mini
Max
Mini
Max
Mini
Max
Cargo Handling Volume
2015
2020
2030
112
146
320
125
176
320
68
129
263
91
186
263
41
82
154
47
104
154
64.5
144
285
94.5
198
285
169
235
393
200
317
681
56
132
216
70
152
305
Prepared by study team
(unit : 100 Mt )
c)
Viewpoint of oceanic environmental conservation
It is necessary to pay highest attention to Ha Long Bay and Cat Bar Island from the viewpoint of
environmental conservation. There are large vessels and small fishing vessels running in this water
area, which is an important area for vessel traffic surveillance. From this point of view, it is desired
to introduce the system in an early stage (2015).
d)
Viewpoint of centralized management of vessel traffic information
It is necessary to exchange information between adjacent Maritime Administrations in some areas.
For this purpose, the selection of target ports was considered to ensure the exchange of information
between areas.
e)
Viewpoint of synchronization with port development year
The actual port development schedule will be synchronized with the time of installation of port
equipment to ensure that the equipment for safety management is introduced at a new port or
terminal to match with the opening time for the new port or terminal, but with a sufficient time
ahead the service-in time of such port equipment. The progress of the port development projects at
present was also considered.
3-26
2.2.2
Arrangement of Problems under Examination
(1)
Trend of Conventions and Regulations on Vessel Traffic Surveillance
As discussed above, for the safety of navigation, the higher efficiency of port management works
and the oceanic environmental conservation, it is very useful to integrate the following : ① the
means of monitoring vessel movements by vessel traffic surveillance and ② the means of collecting
and providing necessary information on navigating vessels with ③ various types of oceanic
information. For Vietnam which is promoting the port-related development in order to attain the
target cargo handling volumes for the 2015 phase and the 2020 phase looking to 2030, it is necessary
to install the above means ① and ② in synchronization with the port development. The outlines of
these means are provided in the international conventions and the main items will be summarized
below. (Source: From Homepage of Maritime Bureau, Ministry of Land, Infrastructure, Transport
and Tourism)
(2)
International Conventions and Regulations
Safety of vessel traffic and vessel tonnage measurement:
1) International Convention of the Safety Of Life At Sea (SOLAS Convention) 1974:
The SOLAS Convention provides the international standards including the technical standards
for the vessel seaworthiness (durability in navigation) and the vessel structures, lifesaving
equipment and navigational instruments to maintain the safety of passengers and crews, and the
regulations of conducting regular inspections by the Administration or any authorized
organization, issuing certificates, port state control, etc.
2) International Regulation for Preventing Collision at Sea (COLREG): This Regulation
provides the internationally standardized navigation and signaling methods to prevent collision
accidents of vessels in navigation.
Prevention of pollution caused by vessels:
3) International Convention for the Prevention of Pollution from Ships (MARPOL 73/78
Convention): Provides the standards for the structure and equipment to prevent the
environmental pollution (oil, hazardous liquid substances, dangerous objects, waste water,
wastes and exhaust gases) caused by vessel navigation. Similarly to the SOLAS Convention,
this Convention provides the regulations of conducting regular inspections by the
Administration and any authorized organization, issuing certificates, port state control, etc.
4) International Convention for the Control and Management of Ships’ Ballast Water and
Sediments (BWM Convention): Provides the proper measures for ballast water to prevent the
impacts on the oceanic environment in removal of ballast water on ship (sea water loaded as a
weight on an unloaded ship).
Search and rescue measures in event of sea accident
5) International Convention for Maritime Search and Rescue (SAR Convention): This
convention is aimed at establishing the system in which each country provides proper sea
accident search and rescue services in its coastal waters and at building the globally
standardized search and rescue system by coordination with other related countries.
The conventional standard which VTS introduction shall comply with is the “IMO Resolution A.857
(20)” by International Maritime Organization (IMO). Various manuals have been issued by
International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). The
document reflecting the recent trend is the “Guidelines and Criteria for Vessel Traffic Services on
Inland Waterways and Resolution No. 58”, which are specified for inland rivers and can be used for
reference in navigation in congested water areas.
Many target ports under this Study are located along rivers, where it is necessary to make more
detailed surveillance of vessel traffic than on the coastal routes. The above Guidelines and
Resolution” states that the VTS is suitable, especially for the areas including the following 11 items.
Multiple items are applicable to many of the target ports in this Study, in which the necessity of VTS
introduction is deemed to be high.
3-27
Reference Texts
・ High traffic density;
・ Traffic carrying hazardous cargoes;
・ Conflicting and complex navigation patterns;
・ Difficult hydrographical, hydrological and meteorological elements;
・ Shifting shoals and other local hazards;
・ Environmental considerations;
・ Interference by vessel traffic with other waterborne activities;
・ Number of casualties in an area during a specified period;
・ Existing or planned vessel traffic services on adjacent waterways and the need for
cooperation between neighbouring States, if appropriate
・ Narrow channels, port configuration, bridges, locks, bends and similar areas where the
progress of vessels may be restricted;
・ Existing or foreseeable changes in the traffic pattern in the area
2.3
Examination of Technical Schemes
2.3.1
Technical Recommendations
(1) Development of VTS/AIS and Environmental GIS and Integration with GMDSS
The introduction of Vessel Traffic System (VTS), Automatic Identification System (AIS) and GIS for
oceanic environmental protection will allow the integrated surveillance of main port waters and
channels and enhance the safety, reliability and efficiency of port facilities and maritime transportation,
thereby further promoting the economic development in Vietnam.
In Vietnam, only the existing GMDSS is provided and it is insufficient to take quick action in any
event of sea accident or ocean pollution. In performing the provisions of the SOLAS Convention
(International Convention for Safety of Life at Sea) and SAR (Maritime Search and Rescue)
Convention that are required by International Maritime Organization (IMO), it is necessary to
introduce the VTS/AIS and oceanic environmental GIS and integrate those systems with the existing
GMDSS.
(2)
Present status of existing GMDSS and integration with new systems
The coastline of Vietnam extends approximately 3,200km from south to north and the role of maritime
transportation in domestic transport and international trade is very large. Therefore, it is an important
issue to secure safety and efficiency of vessel navigations. The GMDSS equipment is installed at 24
sites along all the coast in the North, Central and South Areas in Vietnam. The GMDSS has
established a global maritime and safety communications scheme by emitting the distress signal from
a vessel in distress and requesting for quick and accurate rescue from a search and rescue agency or
the vessels sailing in its vicinity.
However, the recent economic development is reflected on the drastic increase in passenger and cargo
transportation volumes and vessel traffic in the domestic and international waters, and the sea
accidents and ocean pollution cases are also increasing. The factors for such increase are deemed to be
the development of marine transportation and fishing industry and the quantitative expansion in
Vietnam. In the future, if the port expansion and development project is implemented and the traffic
of large vessels increases, the probability of large accidents in congested port waters will be very high.
Furthermore, in the congested marine traffic situation, a quick response to sea accidents is called for.
Therefore, the communication scheme for emergency events should be reviewed.
The existing GMDSS allows the information such as distress signals to be received on shore along all
the coastal areas of Vietnam, but the vessel traffic surveillance systems (VTS/AIS) to monitor vessel
traffic quickly and accurately is not provided sufficiently. The integration of these systems with the
existing GMDSS will be required in future.
At present if any vessel accident occurs, a distress report is transmitted from the vessel to VMRCC
(Vietnam Maritime Search and Rescue Co-ordination Center) by means of GMDSS. The related
Maritime Administration is also required to prevent sea accidents and ocean pollution. In addition,
from the viewpoint of securing the safety of main routes at sea, it is necessary to establish the
3-28
comprehensive monitoring system for vessel traffic in integration with the VTS/AIS system.
Concretely, the “function of communicating emergency and distress signals between vessels and
coastal transmitting/receiving stations” that the existing GMDSS has will be integrated with the new
VTS/AIS and the environmental GIS for ocean environmental protection. The distress position can
be displayed on a chart on the monitor screen to display the vessel traffic situation at the Command
Control Center equipped with VTS and other systems to quickly respond to the distress information
from the vessel navigating on the coast waters in Vietnam. The distress information can also easily
be transmitted to the vessels navigating in the vicinity of the distress site. This scheme allows the
safety on main routes to be secured and quick response to be made to detour navigation from the
accident area, accident expansion and ocean pollution.
(3) Declaration of no alternative method
VTS and AIS are regurated under the International Convention, such as SOLAS and SAR.
There are no altanative method instead of VTS and AIS. Therefore, it is necessary to
achive of the project with VTS, AIS include extisting GMDSS for development of
international port in Vietnam.
2.3.2
Outline of System
(1)
VTS outline and functions
The Vessel Traffic System (VTS) consists of radar equipment, AIS base station, camera
equipment, database, multiplex transmission equipment, VHF radio equipment and
meteorological sensor system. The echo signals detected by radar are processed and displayed
with vessel tracking information in overlay on an Electronic Navigational Chart (ENC). This
system has radar equipment and an AIS base station as main sensors and the information from
those sensors are processed to be integrated with the information on port waters and channels
from camera equipment. The integrated information is displayed on the radar monitor for the
concentrated management of vessel traffic in providing effective information for vessel traffic
safety and efficient operation of port facilities. The operations of work craft (including tag
boats and pilot boats) within the port water and the occupied conditions of berths and the detailed
vessel information are stored in the database and put into integrated processing in order to
provide necessary information for port management to port controllers.
(2)
AIS outline and functions
The Automatic Identification System (AIS) is designed to broadcast the information including
navigational information such as vessel’s position, course and speed, vessel’s name and cargo
information in the VHF band by using TDMA technology on a regular basis and to receive and
display the vessel information transmitted from other vessels.
Under the SOLAS Convention (International Convention for the Safety Of Life At Sea) as
revised in 2000, all passenger ships, vessels of 300 tons or more engaged in international voyage,
and vessels of 500 tons or more not engaged in international voyage which were newly built on
and after July 1, 2002 are obligated to carry the AIS on and after that data, and the existing
vessels are obligated to carry the AIS for the period from July 1, 2002 to July 1, 2008.
(3)
Environmental GIS outline and functions
The environmental GIS (Geographic Information System) collects various types of information
from shore-based radar stations, shore-based AIS stations, vessels and meteorological support
sites as necessary and stores such information as the database in order to display it on multiple
monitors and PCs and provide it to the external.
The main functions of the environmental GIS are as follows:
Support of operation control work on vessels under control as below;
・ Support of works such as monitoring of movements, schedule control and crew management
by integrated electronic system
3-29
・ Fuel consumption reduction and environmental protection by supporting the precision
navigation, energy-saving navigation and CO2 emission reduced navigation
1) Features
・ Monitoring of movements of vessel under control
・ Support of optimum precision navigation
・ Support of cargo management
・ Support of crew management
・ Maintenance and failure management
2) Handled information
・ AIS information
・ Information from vessel cameras
・ Meteorological/oceanographic information (Weather Association)
・ Vessel information (equipment, cargoes, vessel deployment, berthing schedule, etc.)
3) Effects
・ Efficient vessel operation plan
・ Navigation with reduced fuel consumption
・ Quick response to failure and maintenance
4) Customers
・ Shipping companies
・ Vessel operation management companies
2.3.3
Service of VTS/AIS Integrated with Environmental GIS
(1) Scope of the integrated system
In the Study in Vietnam, the Study Team held meetings with the counterpart agency VINAMARINE
and related agencies and as the result of hearing with them, the basic concepts of the port development
project in Vietnam are intended for the following purposes: a) Review and avoidance of congested
routes in entering and leaving ports; and b) Reduction of congested waters.
For these purposes, the Vietnamese Government has announced the Master Plan for port expansion
development projects. This Study was made to examine the systems for vessel traffic surveillance
and safety management capacity building network in accordance with this Master Plan.
The target ports for this Study were originally 8 main ports, Cam Pha Port, Hai Phong Port, Cai Lan
Port and Hon Gai Port in the North Area, Da Nang Port in the Central Area, and Dong Nai Port, Vung
Tau Port and Ho Chi Minh Port. As the result of discussions with the counterpart agency and related
agencies, it was determined that the ports should conform to the following Vietnam maritime
development plans:
・ For the port development in Vietnam, the Master Plan (Ref.2190/QD-TTg) and the Detailed
Master Plan (Ref. 1166/QD-TTg) are established. The Master Plan specifies the selection
of ports for development, and the Detailed Master Plan defines the maritime development
plans.
・The maritime development plans are intended for 4 fields:
- Shipping companies
The plan of organizing a shipping company is defined and has been approved by the
Government.
- Port development
In the Master Plan (Ref. 2190/QD-TTg), the Vietnamese coast is divided into 40 port
groups and 6 groups, and the port types are defined. (296 ports in totaling the number
3-30
-
of ports and the number of terminals)
Shipbuilding industry
The plans for shipbuilding industry are defined, but are not approved by the Government
at present.
Efficiency of maritime transportation service
The defined plans are divided into the plans for logistics-related facilities and the plans
for port operation equipment, both of which have been approved by the Government.
The Detailed Master Plan (Ref.1166/QD-TTg) attaches importance to the Vietnam
maritime beacon system as port operation equipment and the concrete plans of
introducing the equipment such as RACON, AIS, DGPS, VTS and ENC are stated.
The target ports for this Study were selected in accordance with the Master Plan
(Ref.2190/QD-TTg) and the Detailed Master Plan (Ref. 1166/QD-TTg) and examined on the
importance and priority. As a result, 5 port groups to be developed up to 2015 and 11 port
groups to be developed up to 2020 were selected.
However, the port management in Vietnam is largely different from that in Japan or other
countries. One port includes multiple terminals and berths, which are operated by multiple
organizations (governmental and private). In this Study, the target ports were handled as ‘port
groups’ in considering the port structures unique to Vietnam. Therefore, the scope of
development covers very wide areas.
The port groups to be developed up to 2015 and up to 2020 are shown in Table 3.2-6 and Table
3.2-7 with the number of ports per group. In Table 3.2-6, 5 port groups to be developed up to
2015 as screened are shown together with the ports and features of each area.
1) Port groups to be developed up to 2015 and their status
・ Hon Gai
-
-
One typical group of 40 groups and belongs to Group 1 in the North Area of Vietnam.
The Quang Ninh Maritime Administration controls the following 6 ports:
Ben tong hop container Cai Lan, Xi mang Thang Long, Nhiet dien Thang Long, Xi
mang Hạ Long, Dau B12 and Khach Hon Gai
Cai Lan Port in this group is the first deep sea port in the North Area which was
constructed as an international commercial port to complement Hai Phong Port.
At present, this port has high vessel traffic and the conventional Cai Lan route is under
review.
・ Hai Phong
-
-
One typical of 40 port groups, and belongs to Group 1 in the North Area.
Hai Phong is divided into 3 MA jurisdictions (Hai Phong, Thai Binh and Nam Dinh).
Of 18 ports as planned, 13 ports are under control of Hai Phong MA.
Hoang Dieu (Hai Phong), Vat Cach, Cua Cam, Chua Ve, Doan Xa, Transvina, Green
port, Nam Hai (Le Chan), Tong hop, container Dinh Vu, chuyen dung, hang long, roi
Dinh Vu, Xang dau Yen Hung, Tong hop Yen Hung (Dam Nha Mac) and Khu ben
Lach Huyen
Hai Phong Port that is the largest commercial port in the North Area has very high vessel
traffic.
The conventional Hai Phong route was abolished and a new Han Nam route will be
developed.
By the change of route, the shallow waters in the entrance of the river port are avoided
and the cargo volume is expected to increase.
The construction of the Lach Huyen International Port on the new route has been started
under the Japan’s ODA.
This port is aiming at handling large vessels at the river mouth and establishing a
logistics route on which medium-type vessels are induced to the ports at the upstream of
the river. The port development plan in this area is attracting a very high attention.
3-31
・ Da Nang
-
-
-
One typical of 40 port groups and belongs to Group 3.
8 ports are planned to be under the control of Da Nang MA:
Tien Sa, tong hop Son Tra, xang dau Son Tra, khi hoa long, dam, song Han, tong hop
Lien Chieu, xang dau PTSC, Petec, Lien Chieu, xi mang Hai Van
Da Nang Port is the largest international trade port in the Central Area which was
founded as a commercial port from the end of 19th century to early in the 20th century.
Da Nang MA that is located at the eastern start point of the East-West Economic
Corridor handles a high cargo volume and expected to introduce VTS equipment. If the
VTS equipment is installed, the port will be revitalized and the logistics through the
East-West Corridor will also increase.
Da Nang is a refuge port from typhoons and vessels enter the port from Nghe An and
Quang Nam to seek for refuge when a typhoon approaches When a typhoon came in
2009, over 100 vessels gathered at this port and 20 accident cases occurred. Therefore,
the MA desires to introduce the VTS to avoid such accidents in bad weathers.
・ Vung Tau (Ba Rịa - Vung Tau)
-
One typical of 40 port groups and belongs to Group 5 in the South Area.
Of 50 ports planned, the following 40 ports are under the control of Vung Tau MA:
Ben tram nghien xi mang Cam Pha, Ben My Xuan A, Ben tram nghien xi mang My
Xuan, Ben Sai Gon - thep Viet, Ben tong hop Hong Quang, Ben quoc te Sao Bien,
Ben Nha may dong tau Vinalines, Ben tong hop container My Xuan, Ben tong hop
quoc te My Xuan, Ben nha may dien Phu My, Ben nha may nghien xi mang
Thị Vai (Holcim), Ben quoc te Sai Gon - Viet Nam (SITV), Ben quoc te Thị Vai,
Ben Phu My - Ba Ria Serece, Ben PTSC Phu My, Ben nha may thep Phu My, Ben
quoc te Cai Mep - Thi Vai (ben tong hop Thị Vai), Ben quoc te SP-PSA, Ben Posco,
Ben tong hop Ban Thach, Ben Nha may dong tau Ba Son, Ben Interflour, Ben
container Tan Cang - Cai Mep, Ben quoc te Hoa Sen – Gemadept, Ben cang LPG Cai Mep, Ben xang dau Petec Cai Mep, Ben xang dau Cai Mep, Ben tong hop Cai
Mep, Ben quoc te Cai Mep (CMIT), Ben quoc te Cai Mep Thi Vai (phan cang
container quoc te Cai Mep), Ben container quoc te SP-SSA, Ben Gemalink container
Terminal, Ben tong hop va container Cai Mep Ha, Ben cang Cai Mep Hạ hạ luu, Ben
cang Thuong mai (phan cang Cat Lo), Ben dau K2, Ben tong hop KCN Dong
Xuyen, Ben Vina Offshore, Ben xi nghiep xang dau Thang Loi, Ben nha may dong
va SC tau co khi HH Sai Gon, Ben Vietso Petro, Ben dich vu dau khi PTSC, Ben can
cu dich vu Sao Mai - Ben Dinh, Ben container Vung Tau, Ben tiem nang (keo dai
khu ben Sao Mai - Ben Dinh), Ben tau khach va to hop dich vu du lich, Ben nha may
dong tau Long Son, Ben to hop loc hoa dau Long Son, Ben tong hop Long Son
-
Vung Tau Port is located at the river mouth and it is an entrance port on the main route to
TP.Ho Chi Minh Port and Dong Nai Port on the upstream of the river. The 3 port
groups Vung Tau, Dong Nai and TP.Ho Chi Minh have close relations with each other
and the introduction of route surveillance equipment attracts high attention for wide-area
linking.
Vung Tau Port handles over 100 vessels per day and has the following 7 factors for
introduction of VTS:
・ The number of vessels entering the port accounts for about 60% of the total of vessels
in the entire country.
・ The cargo handling volume is very high.
・ The river route in the vicinity of Vũng Tau is curved.
・ There are many fishing vessels and canoes sailing on the route.
・ The port is a transit port for reshipment.
・ It is an international rule to introduce the VTS in a large port.
・ The number of accidents is very high.
Cai Mep Thi Vai Port has been developed under Japan’s ODA and is under the control of
Vung Tau MA. The port development plan in this area is attracting a very high
attention.
3-32
-
-
・ TP.Ho Chi Minh
-
2)
One typical of 40 port groups and belongs to Group 5 in the South Area.
The following 51 ports are under the control of HCMC MA:
Ben Tan cang, Ben nha may dong tau Ba Son cu, Ben Sai Gon, Ben Tan Thuan Dong、
Ben Ben Nghe, Ben Cong ty lien doanh phat trien tiep van so 1 (VICT), Ben ELF gas
Sai Gon, Ben Bien Dong, Ben nha may tau bien Sai Gon, Ben rau qua, Ben Bong Sen,
Ben tong hop quoc te ITC Phuu Huu, Ben tram nghien xi mang phia Nam (cty Xi
mang Ha Tien I), Ben Phu Huu, Ben Petec, Ben Tan cang Cat Lai, Ben Sai Gon
Shipyard, Ben Sai Gon Petro, Ben xi mang Sao Mai (Holcim Viet Nam), Ben KCN Cat
Lai, Ben tau khach Phu Thuan, Ben dau thuc vat Navioil, Ben nha may dong tau
Shipmarine, Ben nha may dong tau An Phu, Ben tong hop Nha Be, Ben tong kho xang
dau Nha Be, Ben Petechim, Ben VK 102, Ben xang dau cong ty Lam Tai Chinh, Ben
xang dau hang khong, Ben ben cang tong hop cong ty CP kim khi Tp.HCM, Ben trạm
nghien xi mang Cotec, Ben tram nghien xi mang Thang Long, Ben tram nghien xi mang
Fico, Ben tram nghien xi mang Chinfon, Ben Tan cang Tan Hiep Phuoc, Ben nha may
dien Hiep Phuoc, Ben xi mang Nghi Son, Ben container trung tam Sai Gon (SPCT), Ben
Calofic, Ben xi nghiep bot giat Tico, Ben trạm nghien xi mang Ha Long, Ben Tong hop,
Ben Sai Gon - Hiep Phuoc, Ben dich vu hau can cang Sai Gon - Hiep Phuoc, Ben ha luu
Hiep Phuoc, Ben tiem nang ha luu rach Chim Tren (tinh Long An), Ben dau khi
VinaBenny, Ben quoc te Long An, Ben tiem nang thuong luu Rach Cat, Ben xang dau
Hiep Phuoc (tinh Tien Giang), Ben tong hop, chuyen dung khac (tinh Tien Giang), Ben
tong hop nang luong Tien Giang, Ben ben cang tiem nang (tinh Tien Giang), Ben song
Vam Co.
The present main route has many curves in the Sai Gon River.
It is planned to construct the linear route in the Xai Rap River in a large-scale dredging
work.
At present, the maritime transportation facilities concentrated in Ho Chi Minh City
(located at the upstream of the river) are planned to be relocated to Cai Mep Thi Vai area
and also to Xai Rap area when the Xai Rap route is constructed.
It is planned to concentrate the vessel handling service on the river mouth and to put the
cargo logistics to the land transportation route.
The vessels entering and leaving the port in Ho Chi Minh City will be limited to
passenger ships and the efforts to increase passengers will be made by securing the
safety and security on the route.
The cargo reshipment in Cai Mep area as coastal transportation is in trial operation.
Port groups to be developed up to 2020
The port groups that will be developed continuously up to 2020 are 11 groups:
・Nghi Son (Thanh Hoa)
・NgheAn
・Sơn Duong、Vung Ang
・Dung Quat
・Quy Nhon
・Van Phong (Khanh Hoa)
・Nha Trang, Cam Ranh (Khanh Hoa)
・Chuyen dung Nha may nhiet dien Vinh Tan
・Ke Ga
・Dong Nai
・Can Tho
These port groups are classified by group attribute and MA jurisdiction and arranged by
development plan up to 2015 and up to 2020 and are shown in Table 3.2-5 and Table -3.2-6.
3-33
No
1
2
3
4
5
Table 3.2-5 Port Goups in Development Plan up to 2015
Name of Port
Group Attribute
MA
Hon Gai
Group 1: North Area
Quang Ninh
Hai Phong
Group 2: North Area
Hai Phong
Da Nang
Group 3: Central Area
Da Nang
Vung Tau
Group 5: South Area
Vung Tau
(Ba Rịa- Vung Tau)
TP.Ho Chi Minh
Group 5: South Area
HCMC
No
1
2
3
4
5
6
7
8
9
10
11
Table 3.2-6 Goups in Development Plan up to 2020
Name of Port
Group Attribute
MA
Nghi Son (Thanh Hoa)
Thanh Hoa
Nghe An
Nghe An
Son Duong, Vung Áng
Ha Tinh
Dung Quat
Quang Ngai
Quy Nhon
Quy Nhon
Van Phong (Khanh Hoa)
Nha Trang
Nha Trang, Cam Ranh (Khanh Group 4: Central Area
Nha Trang
Hoà)
Chuyen dung Nha may nhiet
Binh Thuan
dien Vinh Tan
Ke Ga
Binh Thuan
Dong Nai
Group 5: South Area
Dong Nai
Can Tho
Group 6: South Area
Can Tho
At present, the information on ports in each port group is collected by the relevant MA and gathered as
the information in the text level at 2 branches of Vinamarine in the South and in the North.
The port operation management system is formed in the basic flow of information from each MA to
VINAMARINE Headquarters and the information network in this Study will be configured in
considering the hierarchy to meet the flow of operation.
(2) Expected effects
By the development of VTS/AIS and environmental GIS to provide various types of information in a
comprehensive manner, the following effects can be expected:
1)
2)
3)
4)
5)
The Vessel Traffic System, the Automatic Identification and the oceanic environmental GIS will
effectively function to secure the safety of navigation and reduce the congestion in ports and
narrow channels, contributing to the buildup of marine transportation capacity and the
reinforcement of investment environment and export capacity.
Those systems integrated with the existing GMDSS will allow the safety on main routes to be
secured quickly, in particular in event of vessel distress.
The energy efficiency control on vessels will allow CO2 emission control and reduction, bringing
large economic effects in the environmental aspect.
Vietnam is located at the gateway of the Southern Economic Corridor (Thailand, Cambodia and
Vietnam) and the East-West Economic Corridor (Thailand, Laos, Myanmar and Vietnam), and it
is expected to shorten the lead time of agricultural and industrial products from the surrounding
countries and increase the frequency of transportation. The high spin-off effect to promote the
economic growth in the ASEAN countries is also expected.
The Vietnamese Government plans to increase the export to 4 times or more for the future 10
years. If the export industry is revitalized in Vietnam, it is expected that the import and export
in or from Japan will grow, promoting the economic growth in both countries.
3-34
3.1 Basic Policies for Determination of the Items of the Project
The basic policies for this Project are defined as follows:
a.
The Vessel Traffic System (VTS) will be introduced in each Maritime Administration in
Vietnam to make surveillance of main five (5) ports and channels under the 2015 Port Master
Plan.
b. The VTS will consist of the radar sites for surveillance of movements of navigating vessels, the
radio transmitting and receiving stations allowing the communications with navigating vessels,
and the automatic identification system (AIS) to ensure port controllers and navigating vessels
to identify the attributes of other navigating vessels.
c.
Marine GIS will be introduced in the data center to provide the navigational information on
vessels navigating narrow channels and congested sea areas, ensuring higher efficiency and
safety of navigation within port waters and narrow and congested sea areas.
In this Project, the information on the vessels navigating in the ports and channels in Vietnam will
be managed in a centralized manner to strengthen the vessel traffic management system and to
realize higher efficiency and safety of navigation.
(1)
These purposes are as follows:
Construction of radar sites
A total of 15 radar sites will be constructed to configure the VTS and AIS at each of the main
ports and a radio transmitting/receiving station will also be installed at each radar site.
(2)
Construction of VTS and AIS network
The vessel information, channel information and port information to be transmitted from VTS
and AIS will be integrated at each Maritime Administration, which will be networked with
each adjacent Maritime Administration and the Vinamarine headquarters via links.
(3)
Installation of Marine GIS at Data Center
As there are the problems of narrow channels and congested waters at main ports, Marine GIS
will be installed at the Data Center to support the energy saving navigation and shorter
waiting time off shore from the environmental viewpoint.
3.1.1
Vessel Traffic System Development Plan
(1) Compliance with IMO Recommendation
According to the guidelines under the IMO resolution A.857 (20) as required by International
Maritime Organization (IMO), Vessel Traffic Service (VTS) is defined for the following three
3-35
(3) main functions:
・ Higher safety and efficiency of navigation
・ Improvement of safety of life at sea
・ Protection of oceanic environment to improve the above
In this Study, it is necessary to perform the above provisions in compliance with the IMO
Recommendation.
(2) Expansion Development Plan by Vietnam MOT and Vinamarine
The Master Plan for the Port Development Program had been formulated in Vietnam.
Under
this Master Plan, 296 port facilities including 40 typical port groups and terminals were
rearranged as described in the preceding section.
The development plan under this Project
was examined in accordance with the development plans in the phases ending in 2015, in 2020
and in 2030. The target ports in these development phases are shown in Table 3.3-1 and 2 as
below.
3-36
Table 3.3-1 Target ports in Phase 1
Source:Prepared by study team
Table 3.3-2 Target ports in Phase 2
3-37
(3) Functions to be Expanded as Solutions in Vinamarine Master Plan
One of the functions to be expanded as a solution is the integration with the GMDSS system as
described above.
The data flow in the existing GMDSS is in such manner that the system
receives the distress signal from a vessel and transmits it to VMRCCs (three branches: Hai
Phong, Da Nang and HCMC) and VMRCC Headquarters and Vinamarine Headquaters.
As
the information links are configured as a network, each Maritime Administration at which a
VTS will be installed in this Project will receive such vessel distress information from
Vinamarine HQ.
3.2 Concept Design and Specifications of Applicable Equipment
3.2.1
a.
System Configuration and Functions of VTS/AIS+Marine GIS to Meet
Functional Requirements
Development Plan up to 2015
・ The VTS/AIS system to cover the target surveillance water area will be introduced in 5
target ports for the Phase 1 (2015) of the Master Plan as shown in Table 3.3-1.
In addition,
the Control/Supervision System will be installed at the Maritime Administrations under the
jurisdiction.
・ The vessel traffic information collected at the Maritime Administrations (MAs) will be
jointly used by Vinamarine branches and adjacent MAs and transmitted to the Data Centers
such as Vinamarine HQ.
・ The information from the existing GMDSS is transmitted from the VMRCC Headquarters to
Vinamarine HQ, which will transmit a vessel’s distress information to each MA.
・ In Group 1, the vessel traffic information from Hai Phong MA and the adjacent Quang Ninh
MA includes the information on the World Heritage Ha Long Bay.
Therefore, it is
necessary to make the exchange of data and information between both MAs to prevent
ocean pollution and accidents.
・ In Group 5, the existing VTS has been installed at Ho Chi Minh City MA.
This system
and associated equipment will be integrated with the new VTS to be introduced.
In addition, the exchange of information among Dong Nai MA, Ho Chi Minh City MA and
Vung Tau MA will be made directly with each other because they have close relations with
each other in monitoring same main channels individually.
・ The system image under the Development Plan for Phase 1 (2015) is shown in Figure 3.3-1.
3-38
Figure 3.3-1 System image under the Development Plan for Phase 1 (2015)
3-39
b. Development Plan up to 2020
・ The VTS/AIS system to cover the target surveillance water area will be introduced at 11
target ports in Phase 2 of the Master Plan as shown in Table 3.3-2.
The Control/Supervision System will also be installed at the Maritime Administrations
under the jurisdiction.
・ In Group 6, the exchange of information will be made among My Tho MA, Can Tho MA,
Dong Thap MA and An Gian MA directly with each other because they have close relations
with each other in monitoring same main channels individually.
・ The system image under the Development Plan for Phase 2 (2020) is shown in Figure 3.3-2.
3-40
Figure 3.3-2 System image under the Development Plan for Phase 2 (2020)
3-41
c. Examination on Construction of Data Center
The VTS information collected by each Maritime Administration will be gathered by
Vinamarine Headquarters.
In construction of the Data Center, three (3) concept cases are
considered as shown in Figure 3.3-3 through Figure 3.3-5.
c-1
Data Center Concept Case A
The data center concept case A is shown in Figure 3.3-3.
Figure 3.3-3 Data center concept (Case A)
・
The method of installing the data center system at Vinamarine HQ is not adopted.
・
The method of installing the data center systems at Vinamarine branches is adopted.
・
The redundancy configuration of the data center system is integrated with
Vinamarine branches;
・
The dual data center systems are required within each Vinamarine branch.
・
As a disadvantage, the vessel information service will be provided from Vinamarine
HQ and it is necessary for each Vinamarin branch to access to its data center to
receive and transmit data whenever the data is provided.
service is provided, the network traffic will increase.
(Whenever the information
The lower-rank agencies such
as Vinamarine branches will not disseminate any information directly to other
3-42
agencies.
Therefore, it is necessary to disseminate information from Vinamarine
HQ to such lower-rank agencies.)
・
The information service in case A is not ideal because the service sources are
distributed.
・
The system is surely simple and at low cost in comparison with cases B and C, but it
is disadvantageous that the information is not concentrated at the Vinamarine HQ.
・
It is necessary for Vinamarine HQ to have personnel in charge of operation and
maintenance.
c-2
Data center concept case B
The data center concept case B is shown in Figure 3.3.4.
Figure 3.3-4 Data center concept (Case B)
・
・
・
・
The method of installing the data center system at Vinamarine HQ is adopted.
The method of installing the data center systems at Vinamarine branches is adopted.
The redundancy configuration is used between Vinamarine HQ and branches.
All the vessel information service is concentrated at Vinamarine HQ, and it is ideal to
provide information from the headquarters.
・ However, it is necessary for each Vinamarine branch to have the personnel in charge
of operation and maintenance.
3-43
c-3
Data center concept case C
The data center concept case C is shown in Figure 3.3.5.
Figure 3.3-5 Data center concept (Case C)
・ The method of installing the data center system at Vinamarine HQ is adopted.
・ The method of installing the data center systems at Vinamarine branches is not
adopted.
・ The method of constructing the data center at a representative port in each group is
adopted.
・ The redundancy configuration is used by Vinamarine HQ and the representative port
in each group.
・ As all the vessel information service is concentrated at Vinamarine HQ, it is ideal to
provide information from the headquarters.
・ In cases A and B, each Vinamarine branch is required to have personnel in charge of
operation and maintenance.
In case C, the data center is constructed at a
representative port in each group, where the VTS equipment is also installed and the
maintenance personnel of the VTS center can provide maintenance service to the data
center without requiring new maintenance personnel.
3-44
The relative cost comparison of these cases is shown in Table 3.3-3.
In the table, the number of
vessels handled by each port group is assumed to be 1, and the introduction ratio of the database
(DB) to be installed is categorized: 6 for large-scale DB, 3 for medium-scale DB and 1 for
small-scale DB.
Whether operation and maintenance personnel are necessary or not is also
indicated.
Table 3.3-3 Relative cost comparison for Data Centers
Case
DB Scale /
Place of Installation
A
Medium-scale DB Server: Branch
Required
Units
Total
4
12
(2x2)
(3x4)
1
12
2
(6+3x2)
1
9
3
(6+1x3)
Introduction
Ratio
M&O
Personnel
Evaluation
4
New
○
Large-scale DB server:
B
C
Headquarters
Medium-scale DB server:
Branch
Large-scale DB server:
Headquarters
Small scale DB server: MA
Regend
3-45
4
Increase
at HQ
○
New
3
Increase
at HQ
Same as
VTS
◎
◎ : superior ○：better
d. Results of hearing with related agencies for construction of Data Center
d-1 Hai Phong MA
The results of hearing with Hai Phong MA will be described below and the photos of this
Maritime Administration are shown in Photo 3.3-1.
・
The Hai Phong MA has 65 staff members.
・
10 members are working for VHF control in the 24-hour shift.
・
Hai Phong MA receives a distress signal from VMRCC by IP data, FAX, mail or
VHF.
・
The rescue area is different between VMRCC and Hai Phong MA.
・
As the adjacent Quang Ninh MA covers the World Heritage Ha Long Bay, it is
desired to exchange the data and information between both MAs.
・
It is desired to introduce a CCTV system for a monitoring system in addition to the
VTS/AIS system.
This is because the MA is located at the river port where there
is high vessel traffic in the full tide in the nighttime.
・
Hai Phong MA is in renovation at present.
It has been determined to build a
7-floor building in the premises in which the VTS control center and the data center
will be provided at the same floor.
Photo 3.3-1 Hai Phong MA: MA building and name plate / Source:Study team
3-46
d-2 Vinamarine Hai Phong North Branch
The results of hearing with Vinamarine Hai Phong North Branch will be described below
and the photo of the branch is shown in Photo 3.3-2.
・
Vinamarine Hai Phong North Branch has 17 staff members.
・
The main function of this branch is the transport administration in the North Area,
handling the applications (flag, visa and ownership) by sea-going vessels, Vietnam
Credit Association (bank loan), vessel value certification and issue of crew
qualifications.
The database (Data Center) is installed at Vinamarine HQ and HCMC South
Branch, having redundancy system configuration.
・
The number of registered vessels is about 300 vessels per year, most of which are of
Vietnamese flag.
・
The applications and registrations of vessels with Vinamarine Hai Phong North
Branch are made only for sea-going vessels, and the river-going vessels are handled
by another section.
・
There are a small number of information exchanges between Vinamarine Hai Phong
North Branch and Hai Phong MA, but it is expected to increase if the port systems
are installed.
It is desired to provide the VTS information for public reading because such
information will be useful for shipowners and crews to file applications and obtain
accident information.
・
In addition, there was a demand for public reading of information on accident
analysis in distress.
Photo 3.3-2 Building of Vinamarine Hai Phong North Branch / Source:Study team
3-47
d-3 Da Nang MA
The results of hearing with Da Nang MA will be described below and the photo of this
MA is shown in Photo 3.3-3.
・ The Da Nang MA has 32 staff members, of which 7 members (including 2
managers) are working on a 24-hour basis.
・ The main equipment is only a VHF controller at present.
・ The statistic number of vessels of arrival and departure increased for the years of
2008 to 2009, but decreased in 2010 because of increase in large-type vessels the
gross tonnage of which are becoming higher.
・ It is necessary to make exchange of information with adjacent MAs.
Da Nang MA is provided with safficient repairing equipment and receives many
requests for repairs from Hue and Quang Nam.
The means of
communications
are limited to FAX, TEL and mail.
・ At river ports, vessels arrive and depart in the nighttime in full tide. There are
additional lightings along the river, but it is desired that CCTV equipment will be
provided.
・ The key point of surveillance by Da Nang MA is the environ of TIEN SA (which is
a port constructed by Japanese ODA and the Feasibility Study (JICA) of new
terminal construction (for adding terminals) has been completed one year before.)
・ The river ports, Song Thu and Nai Hien are planned to be relocated to Hai Son
(X50) in 2012.
Song Han will be relocated 5 years later.
・ There is a plan to relocate the area off shore on the beach side of Da Nang in future
because it is a tourist resort.
(PHAO MY KHE is located off shore as the
anchorage for tankers of Petro Vietnam and others.)
・ Da Nang MA, which is located at the eastern start point of the East-West Economic
Corridor, handles high cargo handling volume.
equipment.
So it is desired to introduce VTS
If VTS equipment is installed, it is expected that the port will be
revitalized and the logistic volume in the East-West Economic Corridor will
substantially increase.
・ Da Nang is a port of refuge from typhoons. Vessels come from Nghe An and
Quang Nam to seek for refuge when a typhoon approaches.
gathered at this port and 20 accident cases occurred.
In 2009, 100 vessels
(To avoid such accidents, the
VTS equipment is required.)
・ Each port in Da Nang is a friendly port of Kawasaki Port in Japan mainly for
interexchange of personnel).
3-48
・ In the past, S&R action has been made jointly with VMRCC, but no joint action is
conducted at present because of different jurisdiction. However, S&R action will
be taken if required.
Photo 3.3-3 Front view of DaNang MA / Source:Study team
3-49
d-4 HCMC MA
The results of hearing with HCMC MA will be described below and the photo of the MA
building is shown in Photo 3.3-4.
・ The VTS equipment in repairs will start its operation on January 25, 2012. (The
operation work is done in 3 shifts on a 24-hour basis.)
・ The VTS in repairs has the main objective of surveillance of anchoring positions of
vessels.
・ There are 24 operators (who are organized in 4 groups of 3 operators per group and
working at 2 centers).
・ Ho Chi Minh City MA, Dong Nai MA and Vung Tau MA require the joint use of
information and desire the exchange of information among them.
・ The Soai Rap Route is controlled by Ho Chi Minh City MA,
・ It is also very important to monitor small boats on radar. (There are many contact
accidents with small vessels (not equipped with AIS) which are neglecting the rules
for sailing in curved and narrow channels.
・ CCTV is not necessary at around the river mouse, but it is desired to introduce near
Saigon Port, in curved or narrow channels.
・ It is desired to install VTS equipment near Saigon Port, in a curved channel and at
the mouth of Soai Rap River.
・ It is a rule to receive a prior report from the vessels in entering the port when they
are navigating in the nighttime.
・ The exchange of information with remote MAs (for example, in the Central Area) is
also considered to be necessary.
・ The MA undertakes the work of transmitting vessel accident information to vessels
in the surrounding water area via VHS link and disseminating the information to
press and Web after accident occurrence.
・ Whenever a navy vessel enters the port suddenly, the MA informs of it to
VINAMRINE by telephone.
・ The VTS operator training program is implemented for each group of 3 trainees of
which one is experienced as supervisor.
The supervisor is trained in Singapore
and other operators are engaged in training at sea for one year.
・ If VTS equipment increases in future, it is considered to increase the number of
operators.
3-50
Photo 3.3-4 HCMC MA: Front views of building / Source:Study team
3-51
d-5 Vung Tau MA
The results of hearing with Vung Tau MA will be described below and the photo of the
MA is shown in Photo 3.3-5.
・ The staff of Vung Tau MA consists of 70 members (of which 13 members are in
charge of VHS control).
・ They are working in 3 shifts by a 2-person group and on a 24-hour system.
・ Vung Tau Port has more than 100 vessels of arrival and departure per day.
・ The sea accident rescue is not managed as a rule. (Only major accidents are
managed.)
・ There are 7 reasons for the importance of VTS equipment for Vung Tau MA as
follow:
-
There are many vessels entering and leaving this port which are approximately
60% of the total in the entire country.
-
The cargo handling volume is so high.
-
The river channel is curved around Vung Tau Port.
-
A number of fishing boats and small boats (canoes) are sailing on the channel.
-
The port is a transit port for reloading cargoes.
-
It is an international rule to introduce the VTS in a large port.
-
The number of accidents is very high.
・ Ho Chi Minh City MA and Dong Nai MA transmit the information on navigating
vessels to Vung Tau MA by FAX by 14:30 at latest in the afternoon.
・ Cai Mep Thi Vai is under jurisdiction of Vung Tau MA.
・ It is desired to make joint use of the information from the VTS of Ho Chi Minh
City MA.
(At present, the information on the VTS repaired by Ho Chi Minh
City MA can be monitored from the Vung Tau VTS Control Center which is a
branch of Ho Chi Minh City MA.)
・ The VTS information from other MAs in the North and Central Areas is not
required.
・ In introduction of a new VTS, the CCTV cameras are required to maintain the
monitored records.
3-52
Photo 3.3-5 HCMC MA: Front view / Source:Study team
3-53
d-6 VMS-South:
Vietnam Maritime Safety-South
The results of hearing with VMS-South will be described below and the photo of it is
shown in Photo 3.3-6.
・ The staff of VMS-South consists of 200 members and VMS-South is an IALA
member.
・ It possesses 4 vessels (of which one vessel has been used since 50 years or more
before under the rule of France and another one is a crane vessel) and 17
high-speed boats.
・ The jurisdiction of VMS-South covers the Central South Area, the South Area and
many islands.
・ VMS-South controls 17 channels. Of course, the Vung Tau –Ho Chi Minh City
route, Cai Mep Chi Vai and Soai Rap route are also controlled by VMS.
・ VMS-South undertakes the maintenance of channels (planning, maintenance and
repairs) and surveillance, as well as maintenance and operation of channel
equipment (lighthouses, buoys and beacons).
・ It provides warnings to fishing boats on channels and pilot service, and
participates in search and rescue actions at sea.
・ Accident information is informed from VMS to each MA and the Government
directs the agency responsible for distress rescue.
・ If any work is done on a channel, VMS gives warnings and guidance to vessels
around the channel.
・ The monitoring system for lighthouses, buoys and beacons are provided.
・ The AIS base station is installed by VMS for supervision of the equipment
(lighthouses, beacons, etc.) In future, 2 or more station sites will be constructed.
・ VMS-South has electronic charts created by it similarly to VMS-North.
・ The route plans are made up by CMB and enforced by VMS. (All route plans
are not absolutely enforced by VMS.)
・ If requested by Vinamarine, VMS may execute the training for distress rescue and
take actions against accidents in other water areas than routes.
3-54
Photo 3.3-6 Front view of Vietnam Maritime Safety-South / Source:Study team
3-55
d-7 Saigon Port
The results of hearing with Saigon Port will be described below and the photo of a
terminal is shown in Photo 3.3-7 .
・ Saigon Port is a company having the history of 165 years.
・ It has 4 terminal areas (Ny Long, Khan Hoi, Tan Tung 1, Tan Tung 2)
・ Ny Long and Khan Hoi is united as one terminal at present, having the length of
1733 m and capable of berthing a vessel of 30,000 tons.
・ Tan Tung 1 has the length of 709m and capable of berthing a vessel of up to
35,000 tons, but it is under the extension work to enable a vessel of 45,000 tons to
berth.
(Dredging work is also necessary.)
・ Tan Tung 2 has the length of 222m and is capable of berthing a vessel of 20,000
tons.
・ The Soai Rap route is planned to be relocated to HIEP Port and Ny Long and
Khan Hoi terminals will be relocated. (An industrial complex is planned to be
constructed in the vicinity of HIEP.)
・ The sites of Tan Tung 1 and Tan Tung 2 will remain only as a tourist resort
because the environment is considered to be important.
・ The advantages of Saigon Port are that it has a long history and is famous for
maritime transportation (because it has established human resources and
technology), and that new equipment has been introduced by bank finance.
・ If VTS is introduced in each MA, it is desired to use the information from the
VTS positively.
However, it is necessary to examine what effects are expected
in terms of cost and other factors.
(There are cases in which a vessel planned to
enter the port does not arrive, and the information on such vessel’s position is
inquired to the vessel agent.)
・ There is an interest in the information on the cargoes loaded on vessels. (It is
desired to use the information for checking the possibility of environmental
pollution and hygienic aspects.
3-56
Photo 3.3-7 Saigon Port: Terminal / Source:Study team
3-57
d-8 Results of examination of data center form
As the results of the relative cost comparison of data centers in Table 3.3-3 and the
results of hearing with related agencies, the data center concept will be examined in
PLAN C.
The data center is provided at Vinamarine HQ at present, but it may be an independent
agency.
(In the past, there have been cases in which SAR and Coast Radio Stations
are independent organizations.)
3-58
e
Sea route inspection (Ho Chi Minh City MA to Vung Tau MA)
The on-the-spot inspection of the sea route that was made from Ho Chi Minh City MA to Vung
Tau Port by a high-speed watercraft will be described below.
The visual inspection on the
comments resulting from the hearing with Ho Chi Minh City MA was made.
The total route
distance from Ho Chi Minh City MA to Vung Tau MA is 78km and the inspection by the
high-speed watercraft tool about 90 minutes.
The route chart is shown in Figure 3.3-7.
A: Saigon Passenger Terminal (Ho Chi Minh City)
・ The inspection team embarked at the passenger terminal located at the upper stream of
Saigon Port
Photo 3.3-8 High-speed watercraft / Source:Study team
B:
Mooring conditions
・ The mooring zones are arranged along the river around Saigon Port.
・ The river width is narrower than 400m.
Photo 3.3-9 Looking out on mooring zone /Source:Study team
3-59
C:
Confluence point for veering
・ The vessel veers after stopping and moving astern at the confluence point with the
main river (of 1.5km wide).
・ It is necessary for the vessel to turn its heading in paying attention to other vessels
around it.
・ This point is a zone with many accidents and high congestion.
D: North route veering point
・Entering the north route for small boats
・ Veering after stopping and moving astern because the river width is as narrow as
600m.
・The river width becomes more and more and more narrow.
E: Narrow point
・The river width at this zone is most narrow on the north route.
・The river bank from this point is a forest zone and there is a point where the veering of
90° is required.
・There is a radar dead zone for the existing VTS at Ho Chi Minh City MA.
・ This point is a zone with many contact accidents.
Figure 3.3-6 Narrow zone on north route
Source:Prepared by study team based on the Google map
F: Confluence point with south route
・It is necessary to pay attention to the surrounding area because this point is a confluence
point with the south route for large vessels.
・The high-speed watercraft used for this inspection stopped at this point temporarily.
3-60
G: South route
・The channels on the south route are set for large vessels.
・ The river width continues to be about 500m, but there is a dangerous point where a
vessel is required for its heading turn of about 300°.
H:
High-speed operation area
・ The high-speed watercraft is operated at a high speed in the river mouth area.
・This is a relatively secure area for steering.
I:
Fishing vessel anchoring area
・Many fishing vessels gather around Vung Tau Port.
・It is necessary to pay attention to the surrounding area when entering the port.
Photo 3.3-10 Looking out on Vung Tau Port / Source:Study team
The route from Ho Chi Minh City MA to Vung Tau MA is a living route and there are
considerably many passengers.
It is inefficient to move on land on this section and this sea rout is not absolutely safe though it
is a very important route to ensure the shortest travel.
The traffic of cargo vessels and passenger ships bound for Ho Chi Minh City Area as well as
operation of fishing boats is very heavy on this route.
Ho Chi Minh City MA is also
reinforcing the supervision of this route.
In the inspection trip, it was thought that the development of a seamless radar surveillance
system, the joint use of information between Ho Chi Minh City MA and Vung Tau MA and the
wide-area management was important and that the integrated VTS management system was
advantageous.
3-61
Figure 3.3-7 Ho Chi Minh City – Vung Tau Route Chart
3-62
3.3 Details of Proposed Project: Results of Examination of Sites and
Project Cost
As a result of the theoretical design of radar sites and equipment installations in the target port areas
of this Project, the rough layout of main equipment and the system configuration will be described
below.
As these are examined on the desk, it is necessary to make final decision on the actual
installation sites in making the detailed design to review the installation sites, the operational
conditions and the power supply equipment.
a.
Guidelines for radar site installations
For installing radar equipment at radar sites, the radar range for detecting vessels by radar was
examined.
The radar range depends upon vessel sizes based on the transmitter output power,
antenna length and antenna installation height.
(The radar range is smaller for small boats.)
The radar signal is not expected to be looped back from any obstacle, but travels in line of
sight.
If the transmitter power is 25kW, the antenna length 18ft, and the antenna installation height
50m above the sea level, the radar range (NM) to a target vessel (t) is roughly estimated as
follows:
10t (FRP vessel):
7 NM
10t:
10 NM
100t:
17 NM
1000t :
23 NM
Many ports in Vietnam are operated as river ports on rivers with curves, where mainly small
vessels are sailing at shallow waters.
Therefore, the radar sites with a radar range (7 to 10
NM) were selected by attaching importance to detection of 10t-class vessels.
The radar range from a river port was determined as a line-of-sight range by linear analysis in
consideration of the form of the river.
The existing VTS radar system at the Ho Chi Minh City MA is installed at a mountain top to
provide a wide coverage and intended to detect large-type vessels.
In this area of Ho Chi
Minh City MA, it is considered to install new radar sites in the dead zones of the existing
VTS system and river points where vessel accidents (contact accidents) have occurred
frequently, and to integrate them with the existing system.
b. Guidelines for AIS site installations
The AIS uses VHF signal propagation which is expected to be looped back and the
line-of-sight range is also expected.
3-63
In this Study, 40NM was adopted as a usual VHF range and it was considered to select the
policy of installing the AIS equipment at the same facility as each radar site (at the antenna
installation height of 50m above the sea level).
Each AIS installation site was also selected to ensure the effective use of signal reception with
an adjacent Maritime Administration.
c.
Guidelines for leased transmission lines
The basic policy for the information transmission link between each radar/AIS site and the
corresponding Maritime Administration is to use a leased line in placing stress on stability.
The microwave transmission links is adopted to ensure stable information transmission to
each Maritime Administration.
For the joint use of the information acquired by one
Maritime Administration with other MAs, it is considered to use the Internet circuit within
Vietnam and to secure the privacy by adoption of VPN.
d. Guidelines for installation at a bay mouth
For installation of radar and AIS at the mouth of a bay, importance is attached to surveillance
of the off shore waiting areas and the channels for entering and leaving ports.
It is also considered that the surveillance of vessels navigating along the coasts of Vietnam
will be realized by installing radar and AIS at the bay mouth for a group of ports and aimed at
developing a seamless surveillance system if the VTS is installed all the port groups in future.
3-64
3.3.1 Outline of Development
If necessary systems are installed in two phases up to 2015 and up to 2020 in this Project, the
coverage in which the vessel-related information along the coasts of Vietnam can be acquired and
provided are shown in the figures below. As the result of examination of the layout of radar sites
and other facilities, the rough system configuration by Area is shown below.
Figure 3.3-8 Coverage Area of Development up to 2015
200km
Source:Prepared by study team based on Google map
3-65
Figure 3.3-9 Coverage Area up to 2020
200km
3-66
3.3.2 Hon Gai Area
Figure 3.3-10 Hon Gai Area: Layout plan for radar sites and others
3-67
Figure 3.3-11 Hon Gai Area:
System Configuration Diagram
Maritime Administration of Qunag Ninh
Network
equipment
VHF Antenna
VHF
TRX
Network
Manager
Processor
Micro
TRX
Video
Conference
Terminal
Meteorological
System
Vessel
Database
System
AIS
Server
CCTV
Monitor
Multi-Sensor
Integrated
Processor
VTS-AIS
Integrated
Processor
Recording /
Playback
Processor
Multi-Function
Console
for Operator
Micro Wave Antenna
Radar Antenna
Radar Site-No.1
Radar Antenna
Radar Site-No.2
Micro Wave Antenna
Micro Wave Antenna
RADAR
TRX
Micro
TRX
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
Meteorological Sensor
CCTV Camera
CCTV Camera
CCTV
System
Radar
Data
Processor
VHF / GPS Antenna
Power
Supply
AIS Base
Station
Transponder
Micro Wave Antenna
Micro
TRX
Power
Supply
Multi-Function
Console
for Operator
Multi-Function
Console
for Operator
Power
Supply
Source:Study team
3-68
3.3.3 Hai Phong Area
Figure 3.3-12 Hai Phong Area: Layout Plan for radar sites and others
3-69
Figure 3.3-13 Hai Phong Area:
Maritime Administration of Hai Phong
Radar Antenna
Radar Site-No.1
Radar Antenna
Radar Site-No.2
Micro Wave Antenna
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
Micro Wave Antenna
CCTV Camera
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
CCTV Camera
Network
equipment
VHF Antenna
VHF
TRX
Network
Manager
Processor
Micro
TRX
Video
Conference
Terminal
Meteorological
System
Vessel
Database
System
Micro Wave Antenna
Micro
TRX
Power
Supply
Data Center
System
Micro Wave Antenna
Power
Supply
Radar Antenna
Radar Site-No.4
Radar Antenna
Micro Wave Antenna
Micro Wave Antenna
RADAR
TRX
CCTV
Monitor
Radar Site-No.3
Micro
TRX
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
VTS-AIS
Integrated
Processor
CCTV Camera
CCTV Camera
CCTV
System
Radar
Data
Processor
VHF / GPS Antenna
Power
Supply
AIS Base
Station
Transponder
Micro Wave Antenna
Micro
TRX
Multi-Function
Console
for Operator
AIS
Server
Multi-Function
Console
for Operator
Multi-Sensor
Integrated
Processor
Multi-Function
Console
for Operator
Micro Wave Antenna
Micro
TRX
Micro Wave Antenna
Micro
TRX
Radar Antenna
Power
Supply
Radar Site-No.5
Recording /
Playback
Processor
Micro Wave Antenna
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
CCTV Camera
Power
Supply
Power
Supply
Source:Study team
3-70
3.3.4 Da Nang Area
Figure 3.3-14 Da Nang Area: Layout Plan for radar sites and others
3-71
Figure 3.3-15 Da Nang Area:
Source:Study team
3-72
3.3.5
Vung Tau (Ba Rịa - Vung Tau) Area
Figure 3.3-16 Vung Tau Area: Layout Plan for radar sites and others
3-73
Figure 3.3-17 Vung Tau Area:
Source:Study team
3-74
3.3.6
TP.Ho Chi Minh Area
Figure 3.3-18 TP.Ho Chi Minh Area: Layout Plan for radar sites and others
3-75
Figure 3.3-19 TP.Ho Chi Minh Area:
Maritime Administration of HCMC
Radar Antenna
Radar Site-No.3
Network
equipment
Micro Wave Antenna
RADAR
TRX
Micro
TRX
VHF Antenna
CCTV Camera
VHF / GPS Antenna
Radar Site-No.1
Radar Antenna
CCTV
System
Radar
Data
Processor
Micro Wave Antenna
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
VHF
TRX
Network
Manager
Processor
Micro
TRX
Video
Conference
Terminal
Meteorological
System
Vessel
Database
System
AIS
Server
VTS-AIS
Integrated
Processor
Multi-Sensor
Integrated
Processor
Multi-Function
Console
for Operator
Recording /
Playback
Processor
Multi-Function
Console
for Operator
CCTV
Monitor
Multi-Function
Console
for Operator
Micro Wave Antenna
CCTV Camera
AIS Base
Station
Transponder
Micro Wave Antenna
Power
Supply
Micro
TRX
Micro Wave Antenna
Micro
TRX
Radar Antenna
Data Center
System
Power
Supply
Radar Site-No.2
Micro Wave Antenna
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
CCTV Camera
Power
Supply
Radar Antenna
Radar Site-No.1
Existing
RADAR
TRX
Micro Wave
Antenna
Power
Supply
Micro
TRX
Micro Wave
Antenna
Radar Antenna
Radar Antenna
VHF / GPS Antenna
Radar Site-No.3
Existing
RADAR
TRX
Micro
TRX
AIS
Base
Station
Power
Supply
Radar Site-No.2
Existing
RADAR
TRX
Micro Wave
Antenna
Micro
TRX
Power
Supply
Micro Wave
Antenna
Micro
TRX
Network
equipment
Micro Wave
Antenna
Micro
TRX
VTS System
Exsisting
Power
Supply
Micro
TRX
Micro Wave Antenna
Source: Prepared by study team
3-76
VTS
System
3.3.7 Nghi Son (Thanh Hoa) Area
Figure 3.3-20 Nghi Son (Thanh Hoa) Area: Layout Plan for radar sites and others
3-77
Figure 3.3-21 Nghi Son (Thanh Hoa) Area:
3-78
3.3.8 Nghe An Area
Figure 3.3-22 Nghe An Area: Layout Plan for radar sites and others
3-79
Figure 3.3-23 Nghe An Area: System Configuration Diagram
Maritime Administration of Nghe An
Network
equipment
VHF Antenna
Radar Antenna
Radar Site-No.3
Micro Wave Antenna
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
VHF
TRX
Network
Manager
Processor
Micro
TRX
Video
Conference
Terminal
Meteorological
System
Vessel
Database
System
Micro Wave Antenna
CCTV Camera
Power
Supply
CCTV
Monitor
Radar Antenna
Radar Site-No.1
VTS-AIS
Integrated
Processor
Micro Wave Antenna
RADAR
TRX
Micro
TRX
Radar Antenna
Radar Site-No.2
Micro Wave Antenna
CCTV Camera
Micro Wave Antenna
CCTV
System
Radar
Data
Processor
RADAR
TRX
Micro
TRX
CCTV
System
Radar
Data
Processor
Micro
TRX
Multi-Function
Console
for Operator
AIS
Server
Multi-Function
Console
for Operator
Multi-Sensor
Integrated
Processor
Multi-Function
Console
for Operator
CCTV Camera
Power
Supply
VHF / GPS Antenna
AIS Base
Station
Transponder
Micro Wave Antenna
Reapeater Station
Micro
TRX
Micro Wave
Antenna
Micro
TRX
Micro
TRX
Power
Supply
Power
Supply
Recording /
Playback
Processor
Micro Wave
Antenna
Power
Supply
3-80
3.3.9 Son Duong and Vung Ang Area
Figure 3.3-24 Son Duong and Vung Ang Area: Layout Plan for radar sites and others
3-81
Figure 3.3-25 Son Duong and Vung Ang Area: System Configuration Diagram
3-82
3.3.10
Dung Quat Area
Figure 3.3-26 Dung Quat Area: Layout Plan for radar sites and others
3-83
Figure 3.3-27 Dung Quat Area: System Configuration Diagram
3-84
3.3.11
Quy Nhon Area
Figure 3.3-28 Quy Nhon Area: Layout Plan for radar sites and others
3-85
Figure 3.3-29 Quy Nhon Area: System Configuration Diagram
3-86
3.3.12
Van Phong (Khanh Hoa) Area
Figure 3.3-30 Van Phong (Khanh Hoa) Area: Layout Plan for radar sites and others
3-87
Figure 3.3-31 Van Phong (Khanh Hoa) Area: System Configuration Diagram
3-88
3.3.13
Nha Trang and Cam Ranh (Khanh Hoa) Area
Figure 3.3-32 Nha Trang and Cam Ranh (Khanh Hoa) Area:Layout Plan for radar sites and others
3-89
Figure 3.3-33 Nha Trang and Cam Ranh (Khanh Hoa) Area: System Configuration Diagram
3-90
3.3.14
Vinh Tan Area
Figure 3.3-34 Vinh Tan Area: Layout Plan for radar sites and others
3-91
Figure 3.3-35 Vinh Tan Area: System Configuration Diagram
3-92
3.3.15
Ke Ga Area
Figure 3.3-36 Ke Ga Area: Layout Plan for radar sites and others
3-93
Figure 3.3-37 Ke Ga Area: System Configuration Diagram
3-94
3.3.16
Dong Nai Area
Figure 3.3-38 Dong Nai Area: Layout Plan for radar sites and others
3-95
Figure 3.3-39 Dong Nai Area: System Configuration Diagram
3-96
3.3.17
Can Tho Area
Figure 3.3-40 Can Tho Area: Layout Plan for radar sites and others
3-97
Figure 3.3-41 Can Tho Area: System Configuration Diagram
3-98
3.4
Equipment at Site
The equipment to be installed in each port area in this Project is shown in Figure 3.3-42 and 3.3-43
as image diagrams for reference. The tables of site quantities are shown in Table 3.3-4 and 3.3-5.
Figure 3.3-42 Radar site image diagram
3-99
Figure 3.3-43 VTS Center image diagram
3-100
Table 3.3-4 Phase 1
Table of Quantities at Phase-1 (Unit: Set)
Remote Center
Area
（VTS/AIS Site, Repeater
Data Center
Station）
Hon gai
2
-
Hai Phong
5
1
Da Nang
1
1
Ba Ria - Vung Tau
4
-
TP.Ho Chi Minh
3
1
-
Vinamarine headquarters
Table 3.3-5 Phase 1
Table of Quantities at Phase-1 (Unit: Set)
Remote Center
Area
（VTS/AIS Site, Repeater
Data Center
Station）
Nghi Son
4
-
Nghe An
3
-
Vung Ang
4
1
Dung Quat
3
-
Quy Nhon
2
-
Van Phong
3
-
Nha Trang,
3
1
Vinh Tan
1
-
Ke Ga
3
-
Dong Nai
4
-
Can Tho
4
1
-
Vinamarine headquarters
3-101
3.5
Overall Project cost
The breakdown tables of the overall project cost in Phase 1 and Phase 2 of this Project are shown in
Table 3.3-6 and Table 3.3-7.
Table 3-3-6 Phase 1 Project Cost ( up to 2015 )
Foreign
No.
1
Description
Currency
Domestic
(1000 Yen)
(1000 VND)
Information Communication Equipment
1.1 Hon Gai
¥481,500
1.2 Hai Phong
¥990,500
1.3 Da Nang
¥418,500
Vung Tau
1.4 (Ba Ria - Vung Tau)
¥810,500
1.5 TP.Ho Chi Minh
1.6 Vinamarine Headquarters
¥704,500
¥139,400
Sub Total
2
Construction fo r each site
3
Installation, inspections
4
Training and O&M Support
¥3,544,900
VND 92,914,271
¥460,700
¥54,000
Total of 1-4
5
Consulting fee
Total of 1-5
6
Contingency (5% of total- of 1-5）
¥4,059,600
VND 92,914,271
¥202,980
VND 4,645,713
¥4,262,580
VND 97,559,984
¥213,129
VND 4,877,999
Total of 1-6
¥4,475,709 VND 102,437,984
Total (Equiv.J thousand Yen)
¥4,475,709
Total Project Cost in JPY.000
¥4,862,267
Total (Equiv.US thousand $)
US$57,381
(Unit: 1,000 VND)
¥386,558
US$4,956
US$ = ¥78
￥1= VND 265
3-102
Table 3-3-7 Phase 2
Description
No.
1
Project Cost ( up to 2020 )
Foreign
Currency
(1000 Yen)
1.1 Nghi Sơn (Thanh Hoa)
1.2 Nghe An
¥830,500
1.3 Sơn Dương、Vung Ang
¥910,500
1.4 Dung Quat
1.5 Quy Nhơn
¥534,500
1.6 Van Phong (Khanh Hoa)
1.7 Nha Trang, Cam Ranh (Khanh Hoa)
¥790,500
1.8 Vinh Tan
1.9 Ke Ga
¥467,500
¥767,500
¥867,500
¥85,500
Sub Total
2
Cnstruction
3
4
¥7,661,000
VND 200,800,088
¥1,210,084
¥100,417
Total of 1-4
¥8,971,501 VND 200,800,088
Consulting fee
¥554,744
Total of 1-5
7
¥507,500
¥750,500
6
¥667,500
¥481,500
1.10 Dong Nai
1.11 Can Tho
5
Domestic
(1000 VND)
VND 10,040,004
¥9,526,245 VND 210,840,092
¥476,312
VND 10,542,004
Total of 1-6
¥10,002,557 VND 221,382,097
¥10,002,557
Total project cost in JPY,000
¥10,837,961
Total (Equiv.US thousand $)
US$128,238
(Unit: 1,000 VND)
¥835,404
US$10,710
US$ = ¥78
￥1= VND 265
3-103
3.6 Proposed Technology: Problems and Solutions in Adoption of Systems
It is necessary to set up a network using microwave links for data communications between radar
stations and Maritime Administrations.
However, the microwave links are required to acquire the
license for the operating frequencies differently from the wireless LAN using the ISM frequency
band.
If the frequency license is not acquired for the use of microwave links, it is necessary to
consider the use of optical fiber links as the alternative network. Therefore, an early application
should be filed to acquire the radar frequency license in pace with the time of system introduction.
3.6.1
Problems in Vinamarine Expansion Development Project of VTS, AIS and
Marine GIS
The main functions of the Vessel Traffic System (VTS) are defined in the Guidelines of IMO
Resolution A.857 (20).
by IEC.
The Automatic Identification System (AIS) is also defined internationally
All the systems delivered from Japan comply with the specifications under those standards.
Therefore, it has no problem in introducing such systems in a foreign country because they will be
developed in accordance with such international rules.
The oceanic information provided by the VTS and AIS is represented as a “chart” and “positions”.
The GIS is adopted to provide the positional information on land as represented by the car
navigation system and Map Site and the use of GIS is penetrated widely among users.
It is anticipated that the conventional port expansion development projects for port management
aiming at safety and security by the use of VTS/AIS will be implemented steadly as stated in the
Master Plan approved by the Vietnamese Government and as stated expressly by Vinamrine as the
responsible agency.
This Study also made clear that the joint use of various types of information collected by the
VTS/AIS system to be introduced for port management is demanded by many related agencies in
Vietnam as follows:
・ Support of channel design service agency by providing vessel traffic volume and flow
information;
・ Support of distress and rescue service agency by providing vessel movement information;
・ Support of marine facility management service agency by providing marine equipment
information (including channel beacons);
・ Support of World Heritage protection service agency by providing vessel movement information,
and meteorological and oceanographic information;
・ Support of ship operation management service agency by providing vessel movement
information, and meteorological and oceanographic information for maritime transportation; and
3-104
・ Support of vessel registration and management service agency by providing sea accident
information.
The equipment at Vinamarine Center to build such support system as Marine GIS will make it
effective to expand the information network in Vietnam and can be deemed to conform to the
governmental policies.
It is also within the future outlook of Vinamarine to establish a new service
of disseminating such information available from such system to companies in the private sector.
3.6.2
Recommendation for Maintenance and Operation System
In this project, a personnel planning is mentioned as follows.
1) VTS/AIS sites and Repeater stations are unmanned operation in principal.
2) Two operators and one supervisor by 4 shift working and one administrator are arranged at each
VTS/AIS center.
PhaseⅠ: 5 areas total 65persons
PhaseⅡ:11areas total 143 persons
3) Two staff s are arranged by 4 shift working and two administrators , total 10 persons are arranged
under PhaseⅠat Data center equipments in Vinamarine.
Increasing of the personnel under phase II is not considered.
The number of persons is changed according to the scale of ports.
Table 3-3-8 Personnel Required Plan (Phase I)
Area
VTS/AIS
Data Center
65 persons
－
・Hon Gai ・Hai Phong
・Da Nang ・Vung Tau
・TP.Ho Chi Minh
－
Vinamarine HQ
Total
65 persons
3-105
10 persons
10 persons
Table 3-3-9 Personnel Required Plan (Phase II)
Area
VTS/AIS
Data Center
143 persons
－
－
－
・Nghi Sơn (Thanh Hoa)
・Nghe An
・Sơn Dương、Vung Ang
・Dung Quat
・Quy Nhơn
・Van Phong (Khanh Hoa)
・Nha Trang, Cam Ranh
(Khanh Hoa)
・Vinh Tan
・Ke Ga
・Dong Nai
・Can Thơ
Vinamarine HQ
Total
143 persons
－
Grand Total(PhaseⅠ, PhaseⅡ)
208 persons
10 persons
3.6.3
Training Program
At present, a sufficient number of VTS equipment engineers have been assigned to each Maritime
Administration, except some MAs.
engineers.
It is necessary to establish the training system to foster such
For the most effective use of new VTS equipment to be introduced in future, it is
mandatory to strengthen the management system of each MA including training of engineers and
related staff, educational exercises, procurement and administration of maintenance parts along with
formulation of the development project.
In Japan, there are a number of excellent port surveillance systems and operation personnels and
such enivornment is the most suitable for training. Therefore, it will be taken up as one of the
items of this Study to implement the training program for training a supervisor having 5-year
experience for each Maritime Administration in Vietnam.
3-106
Chapter 4.
Evaluation of Environmental
and Social Impacts
1.Analysis into Actual Conditions in Environmental Aspect
Ports at river mouth of the Mekong and Red River Delta plays major role of Vietnamese maritime
transportation industry for sustaining large markets of Ho. Chi. Ming City and Hanoi respectively. Ports
along the coast line form the North to the South are located in perspective and dedicated to sustain mainly
local economy in their backyards. Some ports are under renovation or newly development due to the
pressure of the brisk economic growth in the whole country.
The access channels to major ports located at river mouth of the Mekong and the Red River are very
narrow and shallow in depth. Large vessels must wait the timing of entering ports on flood tide or transship
their cargos onto small barges or boats. In other ports vessel traffic has been increasing more corresponding
to the economic growth. Major ports including those along the coast line have became crowd seriously or
congested more, and then the navigational environment became serious where the number of see accidents
has leaped up since 2009
Table 4-1
Statistics of sea accidents of Vietnamese flag vessels
in the territorial waters of Vietnam
Year
2006
2007
2008
2009
No. of Vessel Calls
21,987
26,830
29,715
15,652
No. of registered fish boats
21,232
21,552
22,729
24,990
No. of rescue requests
197
244
236
222
No. of sea accidents
13
17
13
42
No. of rescued vessels/boats
20
38
29
38
Percent of accidents/vessel calls
0.06%
0.06%
0.04%
0.27%
Source: VMRCC (Vietnam Maritime Rescue Coordination Center)
2010
38,097
25,346
249
128
40
0.34%
Figure.4-1 Statistics of sea accidents of Vietnamese flag vessels in the territorial waters of Vietnam
45,000
300
40,000
250
35,000
30,000
200
25,000
150
20,000
15,000
10,000
5,000
0
Commercial Vessel
Traffic(Calls)
Number of Registered
Fishery Boats
Number of Cases
100
SAR boat
50
Total of accident report
0
2006
2007
2008
2009
2010
Source: VMRCC
The figure.4-1 gives moves of number of commercial vessel traffic, number of registered fishery boats,
number of accidents, number of saved boats, and total number of accidents. It is clearly understood that the
number of accident reports has increased sharply since 2009. It is more concerned with increase number of
vessel accidents as the number of commercial vessel calls increase.
The ocean pollution accidents that have recently occurred in the territorial waters of Vietnam or in which
the Vietnamese flag vessels have been involved are shown in Table 4-2, while Table 4-2 shows the
statistics of sea accidents in Vietnam.
4-1
Table 4-2
Ocean Pollution in which Vietnamese flag vessels are involved
in the territorial waters of Vietnam
Date of Accident
Location
Spilled Oil
Volume of Oil (tons)
August 10, 1989
Qui Nhon
Fuel oil
200
November 26, 1992
Bach Ho
Crude oil
700
September 20, 1993
Vung Tau
Fuel and Diesel oil
200
May 8, 1994
Saigon
Fuel oil
130
October 3, 1994
Cat Lai
Diesel oil
1,850
January 27, 1996
Cat Lai
Diesel oil
72
August 16, 1998
Nha Be
Diesel oil
180
2001
Ganh Rai
Fuel oil
900
Source: Report in the Meeting of Maritime Experts in South-East Asia
2. Expected improvement with the Project
The Vessel Traffic Management System (VTS) consists of an AIS base station and radar equipment as the
main sensors to make integrated processing of information on vessels navigating in a sea area to be
controlled and to make concentrated management of such vessels on a radar display screen and provide
effective information for safe navigation of those vessels and efficient operation of port facilities to vessels,
port controllers and channel controllers. In addition, the VTS has the functions of monitoring the operating
conditions of work boats (such as tag boats and pilot boats) and processing the information in integration
with the database in which the conditions of berth usage and detailed vessel information can be registered
in order to provide necessary information for port management to port controllers. The VTS can also
develop the map information on the controlled water area and channels and navigational information on
other vessels on a map by the use of a GIS system. In other words, the VTS/AIS functions enable not
only port controllers to make the efficient use of port facilities but also channel controllers to secure the
safety of channels, and navigating vessels to prevent accidents such as collisions with vessels and
grounding on shallows and to reduce fuel consumption through optimum navigation under planned
operation management.
This Project is expected to give 4 main effects as follows:
1)
Buildup of cargo handling capacity at a port;
2)
Reduction of fuel consumption by optimum navigation of vessels in considering congested conditions
at a port of call as planned and channel conditions;
3)
Reduction of vessel accidents in narrow channels and ports and coastal waters; and
4)
Expected spin-off effects such as early discovery of suspected vessels and illegal dumping of waste
within surveillance sea areas
Efficiency in cargo handling capacity is resulted in capability of port facilities such as water depths at
berthing wharfs, channel conditions up to wharfs, number and area of wharfs, number of cranes,
storehouses and access roads and the institutional management system such as processes and procedures of
import/export, customs clearance and quarantine, loading and unloading, the pilotage, etc. Introduction of a
VTS/AIS system is expected to contribute to efficient use of wharfs and access channels, and shortening
waiting time for vessels to use wharfs and channels. However, it is difficult to calculate how much
waiting time shorten, because cut-off time may depend on port conditions (such as number of wharfs,
distances of access channels and cargo volumes). Therefore, the quantitative analysis of shortening time is
not made here.
It is possible for each vessel to set an optimum route and schedule and reduce the waiting days off shore at
a port of call by installing the GIS navigation aid applications in and adding the climatic and tidal
information on routes and the congestion information at the port to the VTS/AIS system and installing a
corresponding terminal on the vessel. The result of a verification test made by Tokyo University of
Marine Science and Technology in a coastal water area in Japan shows that the fuel consumption of a
4-2
vessel can be reduced by 5%1 in average on an optimum route calculated by the same system as described
above. In short, if an appropriate terminal is installed on the vessel, the carbon dioxide emission from the
vessel can be reduced about 5%. However, the environmental effect cannot be considered in this Project
because the selection of an optimum route depends upon ship’s heading and the scope of this Project does
not cover any terminal equipment. Nevertheless, it is expected in implementing this Project to give the
opportunity of reducing fuel consumption to the vessels calling ports in Vietnam.
90% of the sea accidents (requiring sea rescues) in Japan occurred within the range of 40km from coasts2.
This indicates that the sea area with a higher vessel density has a higher probability of accident occurrence.
In taking notice of the accident rate of freight vessels, tankers and passenger ships, the accident rate has
been about 0.05% of all the vessels entering and leaving ports including also fishing vessels and pleasure
boats since 2000, because the facilities and systems to maintain the safety of routes are fully provided in
Japan.
If the rate of 0.05% is applied to the number of vessels entering and leaving ports in Vietnam indicated in
the port statistics by Vietnam Port Association, the number of sea accidents is about 20 per year, which is
largely different from the number of accidents as shown above. However, it can be expected that the
number of sea accidents in Vietnam will be able to be decreased to 20 accidents per year if the facilities and
equipment including the ocean route identification are fully provided.
The introduction of the System will promote the accurate monitoring of the navigational conditions of
vessels and strengthen the capability of surveillance of suspected vessels, but it will not directly contribute
to the reduction of ocean pollution accidents due to illegal dumping of waste and sea accidents. However,
the deterrence by buildup of surveillance capacity and quick actions after early discovery of accidents can
be defined, allowing the preventive measures against expansion of ocean pollution to be taken quickly.
3. Environmental and Social Concerns due to the Project
3.1Checking Items in the next stage
The project is categorized in “Category C” in the “Guidelines for Environmental and Social
Considerations” set by Japan International Cooperation Agency (JICA), which means they are likely to
have minimal or little adverse impact on the environment and society. The countermeasure is left to
Implementation agency and carried out based on the Vietnamese legislations.
A necessary check item for the project implementation and expected results for the moment are shown
from the following item 1 in 10.
Item 1: Project site
Major ports are Hon Gai, Hai Phong, Nghi Shon, Nghe An, Son Duong-Vung Ang, Da Nang, Dung
Quat, Nha Trang-Quy Nhon, Van Phong, Cam Ranh, Vinh Tan, Ke Ga, Vung Tau, Dong Nai, Ho Chi
Minh City and Can Tho, while 49 radar sites, which has a building and a tower respectively, will be
connected with those major ports by grouping from 1 to 5 radar sites.
Item 2. Feature of Project
2-1 Works of Project
･ The radar sites are located at 49 places around main ports mentioned above. A site space is
1
2
According to the statistics materials in 2010 by Maritime Safety Agency of Japan, the total number of sea accidents
requiring sea rescues was 1,875 including fishing and general vessels, of which 83% occurred within 3 nautical miles
(about 5.6km) from coasts and 95% within 20 nautical miles (about 37km) from coasts. The vessels of less than 5 GT
accounted for 70% and those of less than 500 tons 84% (only fishing vessels 100%). This shows that many sea accidents
relate to small vessels.
Calculated based on the statistics by Japan’s Maritime Safety Agency
4-3
around 200-300 ㎡ with a building of 100 ㎡ of the floor space, while a tower of 10-30m high
will be constructed respectively.
･ VTS and the AIS system are equipped in port offices, while the data center will be located in
Vinamarine head office.
･ Maritime environment GIS navigation systems are equipped with in port offices which
administrates narrow access channels and congested ports.
2-2 Necessity of the Projects and complying with Prim Minister Decision
･ Prime Minister decision “No.: 2190/QD-TTg December 24th and 2009”
DECISION ON: Approval on Planning for the development of Vietnam's Seaport up to 2020,
orientating up to 2030
･ Prime Minister decision “Ref. 1166/QD-TTg July 14, 2011”
DECISION On approval to Project for development of maritime safety in Vietnam up to 2020,
orientation up to 2030
2-3 Alternatives of the Project
･ No alternative because VTS/AIS installation at major ports based on the recommendation of
IMO (International Maritime Organization)
2-4 Explanation of Project to stakeholders
･ Done with Vietnamese Port Associations and Vietnamese Shippers’ Associations from the
viewpoint of strengthening, securing port system safety.
･ Necessary to explain local communities and adjacent inhabitants, when radar site locations are
confirmed.
Item 3. Assumption of complaint from local residents according to Project execution
There was no complaint from local residents around radar sites of Ho Chi Minh City ports which
experimentally introduced as same system as those in the project although it has not worked since a
natural disaster in 2009.
Item 4. Necessity of environmental assessment (EIA and IEE, etc.)
Mandatory. It is necessary to execute EIA according to a Vietnamese Revised Environmental Law
2005 and related Ordinance No.140/2006/ND-C.
Item 5. Other approvals on other legislations:
No.
Item 6. Concerns of negative impact on nature and social environment surrounding project sites:
There is no natural reserve, no inhabitant moving, no large development nor land leveling.
Item 7. Possibility of causing serious problems in living life of inhabitants, nature and social climate:
No
Item 8. Negative influence on environmental and social conditions
Nothing
Item 9. Possibility of changing Scope of Works of the Project
Although Scope of Works has been conducted and specified, but locations of radar sites may be
moved due to the physical and environmental reasons.
Item 10. Disclosing information and stake-holder meeting
The meeting with local stake-holders must be held based on a Vietnamese Revised Environmental
Law and related Ordinance No.140/2006/ND-C.
Table 4-3 gives an example of environmental, social consideration checklist, with reference to that of
“Environmental, Social Assessment Guideline” of JICA, and the implementation agency is required to
carry out the assessment based on the mentioned-above check item and checklist in the next steps.
4-4
Table 4-3 Sample of Check List for Environmental Impact Assessment
Yes: Y
Concrete environmental, social consideration
Check items
No: N
(reason, grounds, and easing plan etc. of Yes/No)
Items
1. Approval and Explanation
N
EIA report will be prepared at the time of next
feasibility study period.
N
Evaluated by the EIA report.
(a) Have the environmental assessment report (EIA report) etc. been made?
(1)EIA and
environmental
approval
(b) Have the EIA report etc. been approved by MONRE?
(c) Does the approval of the EIA report etc. accompany additional terms? Dose the
countermeasure meet to additional terms?
N
(d) Has the implementation agency obtained approvals, if any?
(a) Has the implementation agency announced and disclosed the project to
stake-holders, and obtained understandings?
(2)Explanation to local
(b) Was the comment such as residents reflected on contents of the project?
stake-holder
(b) Was the comment such as residents reflected on contents of the project?
(3)Examination of
(a) Are alternatives of the project plan (including item that lies environmental and
alternatives
social when examining it) examined?
2. Pollution and Contamination
(1)Air pollution
(2)Water
contamination
(3) Waste
(4)Soil pollution
N
(a) Does the air pollutant (sulfur oxide (SOx), nitrogen oxide (NOx), and dust, etc.)
exhausted from the infrastructure facilities and the incidental equipment, etc. that
meet the national emission standard and environmental standards, etc? Are
measures against an atmospheric quality taken?
(b) Do the power supply and the heat source such as accommodations adopt the
fuel with a small exhaust coefficient (carbon dioxide, , nitrogen oxide and sulfur
oxide, etc.)?
(c) Do the power supply and the heat source such as accommodations adopt the
fuel with a small exhaust coefficient (carbon dioxide, nitrogen oxide and sulfur
oxide, etc.)?
(a) Do the infrastructure facilities and drain or the ooze water from the incidental
equipment etc. meet to the national emission standard and environmental
standards, etc?
(a) Are the infrastructure facilities and waste from the incidental equipment
processed and appropriately disposed of according to regulations of a country
concerned?
(a) Are the soil and measures that do not contaminate the subterranean stream
performed with the infrastructure facilities and drain and the ooze water, etc.
from the incidental equipment?
4-5
N
N
Y
N
Necessary to confirm the conditionality on approval
No other approval is necessary.
done at preparing EIA report
ditto
The site plan in the pre-feasibility study is done on
minimizing negative impact on environment (a)
No air pollutant, etc. from the facilities
N
N
N
N
N
No accommodation or similar facility is planned
No waste water from facilities
No waste from facilities
No waste water from facilities
Items
Check items
(5) Noise and
vibration
(a) Do the noise and the vibration adjust to the standard in a country concerned etc.
(6) Subsidence
(a) When a large amount of underground water drawing up is done, might the
subsidence be caused?
(7)Stink
(a) Is there a stink source? Are measures of the stink prevention taken?
Yes: Y
No: N
Y
N
N
Taken necessary countermeasures at construction
phase
No draining up underground water
No exhaust from facilities
3. Natural Environment
(1)Sanctuary
(2)Ecosystem
(3) Hydrologic
(4)Geographic
(a) Is the site located in the Sanctuary decided in a law and an international
agreement, etc. in a country concerned? Does the project influence Sanctuary?
(a)Does the site include important wildwood, ecology of the virgin forest and the
tropics habitat (coral reef, mangrove marsh, and tidal flat, etc.) in?
(b) Does the site include the habitat of a valuable pieces treated by a law or an
international agreement, etc?
(c)When an important influence on the ecosystem is feared, are measures to
(d)When an important influence on the ecosystem is feared, are measures to
decrease the influence on the ecosystem performed?
(e) Do you influence the waters environment such as rivers for the water supply by
the project (land surface water and underground water)?Are measures to
decrease the influence on the aquatic life etc. performed?
(a) Is the flow of land surface water and underground water influenced harmfully
changing by the project in the water system?
(a) Are the site and peripheral geographical features and the geologic structure
modified by the project on a large scale?
N
N
N
No sanctuary surrounding planned sites
No such place surrounding planned sites
ditto
N
ditto
N
ditto
N
N
N
ditto
No impact because the project never require water.
200-300 m2 will be leveled at each site. But no
impact on any environmental factors
4. Social Environment
(1)Resident moving
(a)Is non-voluntary resident move caused along with the execution of the project?
Is the effort to make the influence by the move a minimum performed when
causing it?
(b)Is an appropriate explanation concerning compensations and the life rebuilding
measures done before it moves to the resident who moves?
(c)Is the investigation for the resident move performed, and is the move plan of the
life base after it makes amends, and it moves by the reacquisition price made
including the recovery?
N
N
N
N
(d)Is compensation money paid before it moves?
N
(e)Is the compensation policy settled on with the document?
4-6
Not necessary of inhabitant moving
ditto
ditto
ditto
ditto
Items
Yes: Y
No: N
Check items
(f)Dose the plan care appropriately for moving residents especially to the socially
vulnerable of the woman, the child, the elderly person, the poorest segment of
the population, and the minority and indigenous people, etc?
(g)Is the mutual agreement with residents before their moves?
(h)Is the system to execute the resident move appropriately straightened? Are an
enough execution ability and the budget measures lectured on?
(i)Is there a plan monitoring the influence by the move?
(j)Is there a mechanism of claims?
(a) Dose the project cause problems resident's life? Is there any countermeasure
that eases the influence, if necessary?
(a) Might the precious heritage and the historic site, etc. be ruined by the project in
(3)Cultural heritage
archeology, historically, culturally, and the religion? Moreover, is the measures
provided in a domestic method in a country concerned considered?
(a) Especially, when the spectacle that should be considered exists, do it influence
harmfully on the other hand? Are necessary measures taken when there is an
(4)Scenery/Spectacle influence?
(b) Might the spectacle be ruined by making large-scale accommodations and the
building multistory?
(a) Is consideration that reduces minority and the indigenous people' influences on
the culture and the lifestyle performed?
(5)Minority
(b)Are various rights concerning minority and indigenous people' land and
resources esteemed?
(a)Is the law concerning the working environment in a country that should
observe it in the project concerned defended?
(b)Are the safety consideration in hard respect to the people of the installation of
(b)Are the safety consideration in hard respect to the people of the installation of
the safety facility that lies industrial injury prevention and the management of
the poisonous substance, etc. related to the project taken measures?
(6) Working
(c)Is
the action on a soft side on the person of the execution of the decision of the
environment
safety hygiene plan and the safety education and training (The road safety and
public health are included) to the worker etc. etc. related to the project planned
and executed?
(d)Is appropriate measures lectured on so that the guard worker who relates to the
project may occasionally violate person related to the project and local
populace's safeties?
(2)Life and living
4-7
N
ditto
N
ditto
N
ditto
N
ditto
N
ditto
N
No negative impact on life and living of surrounding
inhabitants
N
No such place surrounding planned sites
N
No important place/ruin surrounding planned sites
N
ditto
N
No negative impact on life and living surrounding
planned sites
N
ditto
Y
Sites will be constructed under the same regulation as
that of office buildings
Y
Y
Y
ditto
ditto
ditto
3.2
Alternatives substituting the planned project.
Vietnamese government on July 22,2009 decided to introduce Vessel Traffic Monitoring and Management
System into congested ports and main rivers as the most important items over the years from 2010 to 2012,
in order to enhance the safety, reliability and efficiency of maritime transportation in coastal waters and
ports. The system must be complied with the International Convention for the Safety of Life at Sea
(SOLAS convention). That means there is no choice to take alternative means.
Accordingly Vietnam Marine Administration (VINAMARINE) planed to install the vessel traffic system
and the automatic identification system at the main ports. The project will be outlined as follows:
• Construction of radar sites
A total of about 49 radar sites will be constructed at 18 main ports and main rivers in Vietnam to install
the VTS/AIS systems and the radio transmission/receiving stations.
• Installation of VTS/AIS systems
The operation management centers will be constructed at main ports and rivers to install the VTS/AIS
systems.
• Installation of navigation system equipped with ocean environment GIS
The navigation system equipped with the ocean environment GIS will be installed at the operation
management centers as there are problems with narrow channels and congestions at Cam Pha, Hai
Phong, Cai Lan and Hong Guy Ports in North Region, Da Nang Port in Central Region, and Dong Nai,
Vung Tau and Ho Chi Minh Ports in South Region.
Although existing buildings and facilities are employed as many as possible, 49 radar sites will be nearly
constructed. Each radar site usually requires a land of 200-300 m2, a building for equipment and a tower of
10-30 meter high. When the site is constructed, noise and soil overflow are concerned. Since employing
VTS/AIS as recommended by the International Convention, the implementing agency can not select other
technology.
The number of radar sites may decrease from 49 to 18 if the site is located at a mountain top. But
construction works at a mountain top often requires an approach road and leveling of ground.
Table 4-4 Comparison of construction works and coverage of VTS/AIS
Number of radar sites
Coverage of VTS/AIS
Construction work
Influence on
environment
49
Seamless coverage
Limited scale for only
Small
sites
18
Many shadows
Large scale for levering
Large
mountain top and
approach roads
3.3
Information from stake-holders
Stakeholders are supposed to be the maritime transportation administrator, the port authority, ports’ users,
the rescue organization. The Vietnamese Ship-owner Association, Vietnamese Port Association, and
Vietnamese Maritime Rescue Co-ordination Center replied the project is necessary and inevitable to meet
the international standard as well as increasing vessel traffic.
On the other hand, it doesn’t yet execute interviews to local communities in the vicinity of the radar side in
this study. So that scale of construction for each site can be small and a planned location is often moved
based on physical condition such as possibility of electricity.
4-9
4. Outline of Vietnamese Legislation for Environmental and
Social Considerations
The Vietnamese Government revised the Environmental Protection Law in full scale in 2005 and
introduced the Strategic Environmental Assessment (SEA) into it. The schedule of revision of the
Environmental Law and the schedules of enactment of the related regulations are as follows:
1998 - Enactment of the Environmental Protection Law
2005 - Revision of the Environmental Protection Law (hereinafter referred to as the “Revised
Environmental Protection Law”)
2006 - “Decree for the detailed enforcement regulations and guidelines for the Environmental Protection
Law” (Decree No. 80/2006/ND-CP)
－
All national projects are required to subject to the strategic environmental assessment (SEA).
－
The environmental impact assessment report shall accompany the Feasibility Study Repot.
The Strategic Environmental Assessment (SEA) is required in formulating the following strategy and plans:
1) Economic and social development strategy, master plan and individual development plans in the
national level;
2) Development strategy, master plan and individual development plans in the country scale;
3) Economic and social development strategies, master plans and individual development plans for
Provinces or Cities under direct control of the Central Government;
4) Top-priority economic area development plans;
5) Comprehensive development plans for river basins across multiple Provinces.
This SEA shall be enforced simultaneously with planning each of the plans and the SEA report shall state
the following items:
1) Outline of the goal, scale and features of an environment-related project;
2) Comprehensive descriptions of natural, socioeconomic and environmental conditions related to
the project;
3) Prediction of adverse environmental impacts that may result from implementation of the project;
4) Notes on the sources from which the assessed values, materials and data as well as methods are
provided;
5) Provision of general directivity and measures of solutions to environmental problems in the
course of implementing the project.
For the SEA, the Ministry of Natural Resources and Environment (for any project across Provinces, the
People’s Committee in each Province) organizes an assessment committee to assess the project based on
the opinions of experts and the comments of local residents and the People’s Committee and approve it if
there is no problem.
The project for buildup of the capacity for vessel traffic surveillance and safety management in Vietnam is
examined in terms of its necessity, system development processes and feasibility, and the strategic
environmental assessment will be made within this framework. This Project consists of the development
of the VTS/AIS systems and setup of the radar network as one of their system components for main ports
and water channels in Vietnam. The Master Plan for the coastal port systems in the Project (Planning for
the development of Vietnam’s Seaport up to 2020, orientating up to 2030 No.: 2190/QD-TTg December
24th, 2009) and the vessel traffic safety system development project (Project for development of maritime
safety in Vietnam up to 2020, orientating up to 2030 Ref. 1166/QD-TTg July 14, 2011) by
VINAMARINE are subject to the Prime Minister’s approval. At this time point, the SEA is also enforced.
In the future, the Environmental Impact Assessment (EIA) should be made within the framework of the
feasibility study of this Project and ahead of the stage of implementing this Project. The Revised
Environmental Law and the related decrees provide that the EIA shall be made for the following:
4-10
1) Important national projects;
2) Partial use of nature protection districts, national parks, historical and cultural remains districts,
natural heritages, registered places of scenic beauty, and projects having adverse impacts on
environment;
3) Projects that may have adverse impacts on water sources, river basins, coastal areas and ecological
system protection districts;
4) Infrastructure construction projects in economic districts, industrial complexes, high-tech
complexes, export processing zones and household industry villages;
5) New construction projects in urban areas and concentrated housing areas;
6) Projects exploring and using large-scale groundwater and natural resources; and
7) Other projects which may have large adverse impacts on environment.
The work of radar sites in the river valley and the coast region is planned in the project, and the
implementation agency must acquire the approval by submitting EIA report complied with "Revised
Environmental Law and related ordinance (Decree No. 80/2006/ND-CP)" in August, 2006 for approval.
Preparation of EIA report is stipulated to carried out at the time of preparing Feasibility Study report, and
must be submitted the report to Ministry of Transport with feasibility study report.
According to Article 20 of Revised Environmental Law, the report must cover the followings.
1)
2)
Detailed explanation of business
Report with feasibility study report and Ministry of Transport forwards the repot to MONRE.
5. Responsibilities of Vietnam (Implementing Agency and
Other Related Agencies) for implementing the Project
As MONRE advised that the project shall meet the requirement speculated in Article 20 set force by the
Revised Environmental Law and related Ordinance, the implementation agency is required to submit EIA
report to Ministry of Transport with the feasibility study report, and then Ministry of Transport
immediately forwards EIA report to MONRE. MONRE takes at least 3 months for the evaluation, and it
approves the project implementation.
4-11
Chapter 5.
Financial and Economic Evaluation
1. Project Cost
As described in Chapter 3, the alternative means in this Project could not be found. Therefore, it is
recommended to implement this Project for supervision of safety of marine navigation in 2 phases to be
completed in 2015 and 2020 respectively.
The ports to be developed in Phase 1 will be Hon Gai, Hai Phong, Da Nang, Vung Tau (Ba Rịa - Vung Tau),
TP Chí Minh and the management and monitoring system for vessel traffic at each port at the headquarter
of Vinamarine, and it is planned to start their construction works in May 2013 and complete them in March
2016. The project cost for Phase 1 is shown in Table 5-1.
Table 5-1.
Project Cost for Phase-1
Japanese Yen
No
Item
VND(1,000)
Remarks
(¥1,000)
1 Vessel Traffic monitoring and management system
1.01 Hon Gai
481,500
1.02 Hai Phong
990,500
1.03 Da Nang
418,500
1.04 Vung Tau (Ba Rịa - Vung Tau)
810,500
1.05 TP.H Chi Minh
704,500
139,400
Sub-Total
3,544,900
2 Constructions
2.01 Hon Gai
12,620,446.73
2.02 Hai Phong
25,961,687.40
2.03 Da Nang
10,969,173.32
2.04 Vung Tau (Ba Rịa - Vung Tau)
21,243,763.39
2.05 TP.Ho Chi Minh
18,465,430.36
3,653,770.04
Sub-Total
3,544,900
92,914,271.23
3
460,700
4
54,000
Total of 1-4
4,059,600
92,914,271.23
5
Consulting fee
202,980
4,645,713.56
Total of 1-5
4,262,580
97,559,984.79
6
213,129
4,877,999.24
Total (1-6)
4,475,709
102,437,984.03
¥4,475,709
¥386,558
（ Total project cost in ¥,000
¥4,862,267 ）
Total(Thousand US$)
$57,381
$4,956
Exchange rate: US$1=¥78.0; ¥1=VND265 as of Nov. 2011
The Phase 2 of the Project includes 11 ports and some additional works in Vinamarine headquarter as
shown in the Table 5-2. The construction work is planned to be started in July 2017 and completed in
December 2019. The project cost is estimated as shown in Table 5-2.
5- 1
Table 5-2
Project Cost for Phase-2
Japanese Yen
No
Item
VND(1,000)
Remarks
(¥1,000)
1 Vessel Traffic monitoring and management system
1.01 Nghi Son (Thanh Hoa)
830,500
1.02 Nghe An
667,500
1.03 Son Duong、Vung Ang
910,500
1.04 Dung Quat
534,500
1.05 Quy Nhon
481,500
790,500
507,500
1.08 chuyen dung Nha may nhiet dien Vinh Tan
467,500
1.09 Ke Ga
750,500
1.10 Dong Nai
767,500
1.11 Can Tho
867,500
85,500
Sub-Total
7,661,000
2 Constructions
21,767,977.17
2.02 Nghe An
17,495,634.87
23,864,832.28
2.04 Dung Quat
14,009,613.24
2.05 Quy Nhon
12,620,446.73
20,719,549.61
13,301,924.64
2.08 chuyen dung Nha may nhiet dien Vinh Tan
12,253,497.08
2.09 Ke Ga
19,671,122.05
2.10 Dong Nai
20,116,703.76
2.11 Can Tho
22,737,772.66
2,241,013.90
Sub-Total
7,661,000
200,800,088
3
1,210,084
4
100,417
Total of 1-4
8,971,501
200,800,088
554,744
10,040,004
5
Consulting fee
9,526,245
210,840,092
Total of 1-5
476,312
10,542,005
6
10,002,557
221,382,097
Total (1-6)
¥10,002,557
¥835,404
¥10,837,961 ）
$128,238
$10,710
Total(Thousand US$)
5- 2
The total costs in the Project Phase 1 and Phase 2 are shown in Table 5-3.
Table 5-3
Total Costs of Project for Phase 1 and Phase 2
Japanese Yen
No
Item
VND(1,000)
Remarks
(¥1,000)
Vessel Traffic monitoring and management
1
11,205,900
system
2 Construction
293,714,359
3 Installation, inspections
1,670,784
4 Training and O&M Support
154,417
Total(1-4)
13,031,101
293,714,359
757,724
14,685,718
5 Consulting fee
13,788,825
308,400,077
Total(1-5)
689,441
15,420,004
6 Contingency
14,478,266
323,820,081
Total(1-6)
¥14,478,266
¥1,221,963
¥15,700,228 ）
$185,619
$15,666
Total(Thousand US$)
In estimation of the equipment investment amount, the equipment cost is estimated in the CIF price basis
and the local construction work cost is estimated by using the consumer price index to correct the
procurement costs in similar projects which have been implemented in Vietnam in recent years. The
consulting price is estimated on the basis of per diem operation cost.
5- 3
2. Outline of Results of Preliminary Financial and Economic
Analysis
2.1
Preliminary Financial Analysis
In regard to revenues in implementing this Project, it is impossible to collect any new fees from port users.
The main purpose of the VTS/AIS functionality is to realize efficient operation of ports and channels and
safety of navigation in ports for port and channel controllers. Usually, port and channel users pay the port
use tax or port dues for using port facilities. These typical charges are shown in Table 5-4 taking the
example of the example of Ho Chi Minh Port (Cat Lai container terminal).
Table 5-4 Breakdown of Port Use Charges by Example of Cat Lai Wharf of Ho Chi Minh Port1
No.
Item
Unit Cost
Remarks
1
Dockage charge
US$0.0031/hour/GT
Paid to: Port Authority
2
Tonnage tax
US$0.032/GT×2 (two-way)
3
Navigation due
US$0.1/GT× 2 (two-way)
4
Pilotage charge
US$0.0015/GT× distance× 2 (two-way)
Paid to: Pilot company
Standard
5
Tag boat fee
US$800/10,000GT
Paid to: tag boat company
Note: No.1 through No.3 are the same across the entire country and No.4 and No.5 are a little different
from port to port.
For example, the cost for a container vessel of 1000 TEU (10,000 GT) class entering and leaving Cat Lai
Wharf in Ho Chi Minh Port is roughly estimated to be US$6,3002.
As mentioned above, the costs such as port facility charge for the port facilities to be constructed in this
Project are collected as other charge items and it is considered as difficult for VINAMARINE to raise such
charges by implementing this Project.
As this Project will be implemented in 2 phases as described in the preceding Section, the maintenance and
operation expenses for the facilities to be constructed in this Project may be different because the M&O
system is different after completion of Phase 1 and after completion of the entire Project. Therefore, the
maintenance operation expenses are estimated in referring to the present budget scale and number of
personnel of VINAMARINE as shown in Table 5-5.
Table 5-5
Maintenance and Operation Expenses per Employee
(based on price as of November 2011)
Unit Price
Unit Price
Item
(VND)
(US$)
Remarks
Wages
70,000,000
3,387
Electricity charge
30,000,000
1,451
Communications cost
1,500,000
73
Fuel cost
14,000,000
677
Other expenses
6,000,000
290
1
2
By interview with shipping companies in Vietnam as of October 2011.
Same as above
5- 4
Table 5-6 IP network charge per point (based on November 2011)
Item
Remarks
Unit Cost (VND)
Unit Cost (US$)
581
Annual IP network charge
12,,000,000
IP network subscription fee
1,000,000
48 Only at the time of subscription
In addition, the financial analysis of this Project was made on the following conditions:
a.
b.
c.
d.
e.
f.
g.
Period for assessment:
The durable service life of the equipment is 20 years.
Currency exchange rate:
Exchange rate: US$1=¥78.0; ¥1=VND265 (as of Nov. 2011）
Inflation:
The inflation has an impartial influence on revenue and expenditure. The inflation rate is estimated
to be 9.26% in average over the previous year based on the average of the consumer price indexes for
8 years from 2003 to 2010.
Exchange rate between foreign currency and Vietnamese VND:
According to the currency policy of the Vietnamese authority, the currency rate between the domestic
currency and US$ currency was depreciated yearly at 3.36% in average for 8 years from 2003 to 2010
and it is anticipated that it will decrease at the same rate in future3. The exchange rate between
US$ and ¥ is assumed to be constant.
Investment amount:
The demand for funds during the periods of construction works are assumed to be 30% for the initial
period, 40% for the medium period and 30% at the end of this Project based on the past experience in
similar projects. For the foreign currency for assessment, the assessed amount in the VND currency
depreciated to the US$ currency will be used.
Since the equipment and systems will be installed at coastal area, their damages by sea air will be
considered and it is assumed that main equipment will be replaced every 10 years.
In calculating the balance of accounts in the above conditions, the costs as shown in Table 5-7 are
obtained. As no revenue from this Project is expected, the internal rate of return is not calculated
here.
Revenue:
Subsidy from Ministry of Transport is assumed as the revenue from the project. Subsidy is assumed to
cover the capital expenditure as well as Operation and maintenance expenses
Discount Rate:
Discount rate is 15% which is the legal interest rate for applying on deposits with commercial banks.
The discount rate is used for conducting Net Present Vale (NPV) as well as Benefit-Cost ratio (B/C).
Under such conditions, Financial Rate of Return (FIRR), NPV and B/C ratio are obtained in the following
table.
Table 5-7 Financial Rate of Return (FIRR), NPV and B/C ratio
Case
FIRR NPV
B/C
Remarks
Base Case
0%
0
1
10% increase
0%
0
1
Supposed as the subsidy covers increased
of Investment
amount.
10% decrease minus -457 Bill. VND 0.9
Supposed as the subsidy is cut off by 10%
of Revenue
And a preliminary financial analysis for the Base Case is given in the Table 5-8.
3
Source: Calculated based on various types of data of Statistics Directorate General of Vietnam
5- 5
Table 5-8
Year
Projection Year
CPI (=100 as of 2011)
Index of to US$
REVENUE
CAPEX
Phase-1
Foreign Portion in ¥ 000
Foreign Portion in US$ 000
Value of Foreign Portion in VND in Mill
Local Portion in VND in Mil
Phase-2
Foreign Portion in ¥ 000
Foreign Portion in US$ 000
Value of Foreign Portion in VND in Mill
Local Portion in VND in Mil
No of IP Connections
Subscription Fee IP Connections
Investment Schedule in VND Million
Phase-1(Foreign Portion, VND Mil.)
Phase-1(Local Portion, VND Mil.)
Phase-2(Foreign Portion, VND Mil.)
Phase-2(Local Portion, VND Mil.)
CAPEX TOTAL
OPEX
Factors
No. of Staff
No. of IP Network Use
Expenses
Labor Cost per Staff
Electric Power Fee per Staff
Communications Expense per Staff
Fuel and Oil Expense per Staff
Others (5% of total 1-4) per Staff
Yearly Charge for IP-Private Network
OPEX TOTAL
CASH OUT TOTAL
Cash Balance
FIRR
NPV (VND Mil.)
B/C
Preliminary Financial Analysis <Base Case>
2011
2012
100.00
100
0
(Unit: million VND )
109.26
103.09
0
2013
1
119.38
106.28
952,375
2014
2
130.43
109.56
618,114
2015
3
142.51
112.94
480,404
2016
4
155.71
116.43
14,320
2017
5
170.12
120.03
1,162,856
2018
6
185.88
123.74
1,603,268
2019
7
203.09
127.57
1,252,706
2020
8
221.90
131.51
59,253
2021
9
242.44
135.57
64,740
2032
20
642.22
189.47
171,493
4,862,267
62,337
1,288,501
102,438
1,328,316
111,924
1,369,360
122,288
1,411,674
133,612
1,455,294
145,984
1,500,263
159,502
1,546,621
174,272
1,594,412
190,410
1,643,679
208,042
1,694,469
227,306
1,746,828
248,355
2,441,361
657,879
10,837,961
138,948
2,872,060
221,382
2,960,806
241,882
3,052,295
264,280
3,146,611
288,753
3,243,841
315,491
7
10
3,344,076
344,706
3,447,408
376,625
3,553,933
411,501
3,663,750
449,606
11
22
3,776,959
491,239
3,893,667
536,728
5,441,778
1,421,764
915,689
36,686
564,669
53,445
436,598
43,805
0
1,421,573
164,600
1,586,174
1,099,125
134,904
1,234,029
0
0
0
952,375
618,114
480,404
0
1,034,222
112,988
1,147,210
0
0
0
75
7
75
7
75
7
75
7
218
18
218
18
218
18
0
0
0
0
0
0
0
952,375
0
0
0
0
0
0
0
0
618,114
0
0
0
0
0
0
0
0
480,404
0
8,175
3,503
175
1,635
701
131
14,320
14,320
0
8,932
3,828
191
1,786
766
143
15,646
1,162,856
0
9,759
4,182
209
1,952
836
156
17,094
1,603,268
0
10,662
4,570
228
2,132
914
171
18,677
1,252,706
0
33,861
14,512
726
6,772
2,902
479
59,253
59,253
0
36,997
15,856
793
7,399
3,171
524
64,740
64,740
0
98,003
42,001
2,100
19,601
8,400
1,387
171,493
171,493
0
0%
0
1
5- 6
2.2
Preliminary Economic Analysis
The benefit may be deprived by the surcharge of the insurance on trade commodity. Nippon Kowa
insurance company require the surcharge on trade commodities/goods when shippers use aged vessels. The
percentage of surcharge varies depending on the age of vessels and indicates additional 0.1 % to regular
insurance rate in case of vessels of 10-15 years old. Some of Vietnamese shippers may accept as same
percentage as those if they use the safe navigation in ports. Therefore 0.1% on the trade value, which
usually stands for insurance value, is supposed as the benefit of the project.
The domestic cargo is excluded in the analysis.
1) Benefit Calculation
The differences of charter rates in Vietnam are shown in Table 5-9.
Table 5-9 Conducting method of insurance surplus
Average value per ton of trade
US$2,527
Conducted trade value per trade volume
commodities/goods
from the year 2000 to 2009 (1)
Proportion of trade volume to Volume of
7%
freight by transport sector
Additional surcharge % to the regular
0.1%
Equivalent to the surcharge of employing
insurance tariff
10-15 year vessel (2)
Average benefit value per ton
US$ 0.18
Source: (1): Statistical Office of Vietnam, (2) Source: Nippon Kowa Insurance Corporation
The number of ship’s calls, cargo handling volumes and number of containers at the ports for which this
Project will be implemented in Phase 1 and Phase 2.
Table 5-10 Predicted Number of Beneficiary Vessels, Cargo Volume and
Number of Containers at Ports under this Project
2015
2020
2025
2030
Year
Ports under Phase 1
Number of ship’s calls (vessels)
46,566
117,316
317,069
900,140
Cargo handling
(tons)
166,771
297,759
531,970
950,950
volume
Number of containers (TEU)
14,512,943
40,574,108 113,563,698 318,210,472
Ports under Phase 2
Number of ship’s calls (vessels)
21,408
33,499
54,169
Cargo handling
(tons)
46,331
76,379
126,481
volume
Number of containers (TEU)
1,491,340
3,857,606
10,043,775
2032
1,379,753
1,199,856
480,660,010
66,166
154,952
14,753,495
These predicted figures were obtained in the following procedure:
a.
b.
4
Calculation of growth rate from 2011 to 2032
The cargoes are divided into North, Central and South Regions because it is possible to adopt alternate
routes depending upon the grade of development of land and marine logistics networks. The number
of ship’s calls, cargo handling volume and container handling volumes that are changing in each of
such Regions for 5 years from 2005 and 20104 and the average growth rate in each year to the
previous year are obtained and the growth rate is applied to each of the ports under this Project.
Calculation of number of ship’s calls at each port and its growth rate
Based on the location of each port, the growth rate in each Region obtained in item a. above is applied
to the handling volumes at each port to calculate the number of ship’s calls at each port.
Source: Statistics materials of Vietnamese Port Association.
5- 7
In the benefit calculations, it is necessary to convert the prices into international prices, but such
prices will be not corrected based on the standard conversion factor because the source of value is
supposed as an international price.
2) Cost Calculation
The equipment investment amounts and maintenance and operation expenses as described in the
Preliminary Financial Analysis are cost items. In this case, the differences between domestic prices
and international prices will be corrected by using the standard conversion factor as described later.
a.
Standard Conversion Factor (SCF)
SCF is a coefficient to correct a distortion of a domestic price to the corresponding international price.
In this report, the SCF is calculated based on the import/export amounts and customs revenues from
2007 to 2009 as shown in Table 5-11.
Table 5-11
Import and Export Amounts and Import Customs Revenues in Vietnam
2007
2008
2009
Import amount (million US$)*
48,561.4
62,685.1
57,096.3
Export amount (million US$)*
62,764.7
80,713.8
69,948.8
Import customs revenue (million US$)**
3,439.9
5,582.0
4,511.9
Export customs revenue (million US$)**
0.0
0.0
0.0
Source: * Statistics Directorate General of Vietnam ** WB Official exchange rate (LCU per US$,
period average)
The calculation method is as follows:
SCF= 2007 – 2009 import/export total/(2007 – 2009 import/export total + Total customs revenue) =
0.966
Of the revenue, equipment investment amount, and maintenance and operation expenses, the
domestic procurement amount is multiplied by this SCF to obtain the international price.
b.
d.
e.
f.
Exchange rate
As adopted in the preliminary financial analysis, the conversion rates: ¥1= VND265 and US$1= ¥78
(as of November 2011) are applied.
Inflation
Usually the inflation rate is excluded to have equal influence on both benefit and costs. As the
economic growth and the substantial increase in wages for employees are expected in Vietnam, the
inflation is estimated to rise at an annual increase rate of 9.26% over the previous year during the
period of assessment based on the average value of the consumer price indexes during 8 years from
2003 to 2010.
Exchange rate between foreign currency and Vietnam VND
According to the currency policy of Vietnam authority, the currency exchange rate of Vietnamese
VND to US$ was depreciated yearly at 3.06% in average for 8 years from 2003 to 2010. It is also
anticipated to be depreciated at the same rate in future5. On the other hand, it is assumed that the
exchange rate between US$ and Japanese yen is constant.
Investment amount
The demands for funds during the periods of construction works are estimated to be 30% in the initial
period, 40% in the medium period and 30% at the end of the Project. For the foreign exchange for
assessment, the assessed amount in the Vietnamese VND depreciated to the US$ will be used.
3) Sensitivity
The economical internal rate of return is calculated in the basic case and in the cases that the benefit
decreases 10% and that the equipment investment increases 10%.
The preliminary Economical Internal Rate of Return (EIRR), Net Present Value (NPV) and
Benefit-Cost (B/C) Ratio calculated in the above conditions are shown in Table 5-12.
5
Source: Calculated based on the data issued by Vietnam Statistics Directorate General
5- 8
Table 5-12 Results of Preliminary Economic Analysis
Case
EIRR
NPV (Bill. VND)
Basic case
39%
13,879
Benefit decrease rate
37%
11,573
of 10%
Equipment investment
37%
12,923
increase rate of 10%
B/C
6.22
5.44
5.51
The detailed results of these calculations are shown in Table 5-13a to 13c below.
In this benefit calculation, the tankers, dedicated vessels such as ore vessels, special craft and fishing
vessels are not considered at all, but the results of preliminary economic analysis show that the benefit in
each of the above three cases exceeds 15%6 as a target in this Project to be implemented in Vietnam.
Therefore, it can be concluded that this Project will be feasible from the viewpoint of economy.
6
The legal interest rate of deposit with commercial banks is around 15% as of Nov. 2011
5- 9
Year
CPI (=100 as of 2011)
Index of VND to US$
Benefit
Phase-1 (Ton ,000)
Cargo (Ton, 000)
Container (TEU ,000)
Container (Ton equivalent, 000)
Phase-2 (Ton ,000)
Cargo (Ton, 000)
Increased benefit/ton (VND)
Incｒeased Value (VND Mil. )
Cost
Capital Expenditure
Foreign Portion (VND Mil. )
Local Portion (before conversion, VND
Mil.)
Converted Local Portion (VND Mi.)
Operation and Maintenace
Mil.)
Converted Local Portion(VND Mil.)
Total Cost
Balance
EIRR
NPV (VND Mil.)
B/C
Table 5 – 13a
2013
119.38
106.28
0.966
Detailed Results of Preliminary Economic Analysis (Basic Case)
2014
2015
2016
2017
2018
2019
130.43
142.51
155.71
170.12
185.88
203.09
109.56
112.94
116.43
120.03
123.74
127.57
0.966
0.966
0.966
0.966
0.966
0.966
178,431
187
17,824
178,243
2020
221.90
131.51
0.966
2030
537.98
178.28
0.966
2032
642.22
189.47
0.966
406,039
298
40,574
405,741
14,960
46
1,491
14,913
4,397
4,533
4,673
4,817
963,489 1,219,906 1,544,647 2,028,000
3,183,056
951
318,210
3,182,105
100,564
126
10,044
100,438
6,531
21,443,987
4,807,800
1,200
480,660
4,806,600
147,690
155
14,753
147,535
6,940
34,393,179
0
0
0
219,134
210
21,892
218,923
269,136
236
26,890
268,900
330,566
265
33,030
330,301
3,893
4,013
4,137
4,265
761,011
915,689
564,669
436,598
0
36,686
53,445
43,805
0
112,988
164,600
134,904
0
0
0
35,430
51,615
42,305
0
109,119
158,965
130,285
0
0
0
0
0
0
0
0
14,320
15,646
17,094
120,337
143,656
0
951,119
-951,119
39%
13,878,635
6.22
0
616,284
-616,284
0
478,904
-478,904
0
0
13,829
15,110
16,509
0 1,143,342 1,594,368 1,244,520
16,509
761,011 -179,853 -374,461
300,127 2,011,491
116,217
116,217
21,327,770
138,737
138,737
34,254,442
1,034,222 1,421,573 1,099,125
Exchange rate : US$1=¥78.0, ¥1=VND265 as of Nov. 2011
5-10
Table 5-13b
Detailed Results of Preliminary Economic Analysis (Benefit decrease rate of 10%)
Year
2013
CPI (=100 as of 2011)
119.38
Index of to US$
106.28
0.966
Benefit
Phase-1 (Ton ,000)
Cargo (Ton, 000)
Phase-2 (Ton ,000)
Cargo (Ton, 000)
Increased unit value/ton (VND)
3,504
Increased Value ( VND Bil. )
Cost
Capital Expenditure
Foreign Portion ( VND Bil. )
915,689
Local Portion ( before conversion, VND
36,686
Mil .)
Converted Local Portion ( VND Mi. )
35,430
Operation and Maintenance
0
Mil .)
Converted Local Portion( VND Mil.)
0
Total Cost
951,119
Balance
-951,119
EIRR
37%
NPV ( VND Mil. )
11,572,672
B/C
5.44
2014
130.43
109.56
0.966
2015
142.51
112.94
0.966
2016
155.71
116.43
0.966
2017
170.12
120.03
0.966
2018
185.88
123.74
0.966
2019
203.09
127.57
0.966
178,431
187
17,824
178,243
219,134
210
21,892
218,923
269,136
236
26,890
268,900
330,566
265
33,030
330,301
2020
221.90
131.51
0.966
2030
537.98
178.28
0.966
2032
642.22
189.47
0.966
406,039 3,183,056
298
951
40,574
318,210
405,741 3,182,105
14,960
100,564
46
126
1,491
10,044
14,913
100,438
4,335
5,878
1,760,343 18,708,519
4,807,800
1,200
480,660
4,806,600
147,690
155
14,753
147,535
6,246
30,031,335
3,612
3,723
3,839
684,910
3,957
867,140
4,079
1,097,916
4,205
1,390,182
564,669
436,598
0
1,034,222
1,421,573
1,099,125
0
0
0
53,445
43,805
0
112,988
164,600
134,904
0
0
0
51,615
42,305
0
109,119
158,965
130,285
0
0
0
0
0
0
0
14,320
15,646
17,094
120,337
143,656
0
616,284
-616,284
0
478,904
-478,904
0
0
0 1,143,342
684,910 -276,202
13,829
1,594,368
-496,452
15,110
1,244,520
145,662
16,509
116,217
16,509
116,217
1,743,834 18,592,301
138,737
138,737
29,892,597
Exchange rate : US$1=¥78.0, ¥1=VND265 as of Nov. 2011
5-11
Table 5-13c Detailed Results of Preliminary Economic Analysis (Equipment investment increase rate of 10%)
Year
2013
2014
2015
2016
2017
2018
2019
2020
2030
2032
CPI (2011=100)
119.38
130.43
142.51
155.71
170.12
185.88
203.09
221.90
537.98
642.22
Index of to US$
106.28
109.56
112.94
116.43
120.03
123.74
127.57
131.51
178.28
189.47
0.966
0.966
0.966
0.966
0.966
0.966
0.966
0.966
0.966
0.966
Benefit
Phase-1 (Ton ,000)
178,431
219,134
269,136
330,566
406,039
3,183,056
4,807,800
Cargo (Ton, 000)
187
210
236
265
298
951
1,200
17,824
21,892
26,890
33,030
40,574
318,210
480,660
178,243
218,923
268,900
330,301
405,741
3,182,105
4,806,600
Phase-2 (Ton ,000)
14,960
100,564
147,690
Cargo (Ton, 000)
46
126
155
1,491
10,044
14,753
14,913
100,438
147,535
Increased unit value/ton (VND)
3,893
4,013
4,137
4,265
4,397
4,533
4,673
4,817
6,531
6,940
Incleased Value ( VND Mil. )
761,011
963,489
1,219,906 1,544,647 1,955,937 20,787,243
33,368,150
Cost
Capital Expenditure
Foreign Portion ( VND Bil. )
1,007,257
621,136
480,258
0
1,137,645
1,563,731 1,209,037
0
0
0
40,355
58,789
48,186
0
124,286
181,060
148,395
0
0
0
Mil .)
Converted Local Portion ( VND Mi .)
38,973
56,776
46,536
0
120,031
174,862
143,314
0
0
0
Operation and Meintenace
0
0
0
0
0 14319.5232 15645.511 17094.285 120337.335 143655.674
Mil.)
Converted Local Portion( VND Mil. )
0
0
0
0
0
13,829
15,110
16,509
116,217
138,737
Total Cost
1,046,231
677,913
526,794
0
1,257,676
1,752,421 1,367,461
16,509
116,217
138,737
Balance
-1,046,231
-677,913
-526,794
761,011
-294,187
-532,515
177,186 1,939,428 20,671,025
33,229,412
EIRR
37%
NPV ( VND Mil. )
4,923,417
B/C
5.51
5-12
Chapter 6.
Planned Project Schedule
1. Project Phases
The objective of this Project is to build up the capacity of ports for safe navigation of vessels using the
ports and narrow channels by using the VTS/AIS and environmental GIS and it is desirable to make the
maintenance and operation of these systems as an integrated system. However, this Project will be
implemented in 2 phases ending in 2015 and in 2020 in taking into consideration the vessel traffic trend in
each of the ports and the use of narrow channels in river ports as described in Chapter 3.
The ports for which this Project will be implemented in Phase 1 are Hon Gai and Hai Phong in the North
Region and Vung Tau and Ho Chi Minh in the South Region, which have been more congested along with
the increasing cargos for logistics than ever. In addition, Da Nang Port in the Central Region which is
expected to function as the logistics base for the East of Thailand and the South of Laos as a result of
ASEAN Integration in 2015 will be covered by Phase 2. These 5 ports is defined as “International
Gateway Ports” or “Hub Port for the surrounding ports in Each Area” in the Master Plan.
The Phase 2 will cover a total of 11 ports: Nghi Son, Nghe An, Vung Ang, Dung Quat, Quy Nhon, Van
Phong, Nha Trang, Vinh Tan, Ke Ga, Dong Nai and Can Tho, which are functioning as the logistics base
for individual areas and in the hinterland of which large-scale industrial complexes and huge power
generation plants are constructed.
After completion of Phase 1, it will be necessary to develop a system to maintain the safety of vessels using
the ports and build up the port maintenance and operation. In consideration of this, it is anticipated that a
period of about one year will be taken to develop this system and that, after the one-year period, the
developed system will be deployed in the ports covered by Phase 2.
The standard schedule to implement this Project based on the above plans is shown in Table 6-1.
6-1
2. Considerations for Project Schedule
In execution of the Project Schedule, it is desirable that the works under Phase 1 of this Project at Hong Gai
and Hai Phong ports in the North Region and at Vung Tau and Ho Chi Minh ports in the South Region will
be implemented concurrently with the individual development projects which are making progress in those
ports separately. From this point view, it is desired to start the Phase 1 works as early as possible.
Therefore, it is necessary to take the procedure for environmental assessment for this Project in parallel
with the verification assessment of the detailed works to be executed in this Project which will be made in
the Ministry of Transport of Vietnam.
Vinamarine which is deemed to be the implementing agency of this Project will file the application for this
environmental assessment procedure with Ministry of Natural Resources and Environment (MONRE) in
accordance with the Decree 28 (April 2011) and Circular 26 (July 18, 2011) issued by MONRE. The
period of assessment will be within 60 days after the application and it will take much time until the results
are notified. To carry forward this Project to the next stage of Feasibility Study promptly, it is necessary
to make the environmental assessment concurrently in parallel with the verification assessment of the
detailed works of this Project.
6-2
Table 6-1
Project Implementing Schedule
Source：Prepared by study team
6-3
Chapter 7.
Implementing Organization
1.
Outline of Implementing Agency of Vietnam
Vietnam Ministry of Transportation (MOT) is an administration controlling all the matters related to
transportation including means of land transportation (roads and railways), inland water
transportation and marine transportation. The MOT has the main functions including making up of
and recommendations for national master plans for development of transportation and traffic systems,
guidance of local governments and related ministries and agencies under national master plans,
formulation, enactment and supervision of laws, regulations and policies concerning transportation
management, preparation of various national standards and technical standards for transportation and
issue of licenses, and approval of development and construction projects.
The organization responsible for administration of maritime transportation under the control of MOT
is Vietnam National Maritime Bureau (Vinamarine), which was established in 1992 to manage the
vessel traffic management, port operation, maritime transportation services and crew training and
has a number of external special corporations and state-own enterprises under its control.
In the
past, it had been responsible for all the oceangoing and domestic services and embraced more than
30,000 personnel in the companies and organizations under its control.
At present, however, the
greater part of its commercial activity has been transferred to the state-operated shipping company
(VINALINE) (shipping business and port operation) and the state-operated shipbuilding company
(VINASHIN) (shipbuilding), and Vinamarine is an organization specialized in administration
functions.
The organization chart of Vinamarine is shown in Fugure. 7-1.
The organization and functions of Vinamarine will be outlined from the viewpoint of implementing
this Project below.
・ Issue of permission for navigation in the territorial waters of Vietnam to foreign-flag vessels and
boats
・ Announcement of ports open for navigation
・ Management of maritime services
・ Enforcement of search and rescue activities
・ Execution of procedures for port management
・ Response to maritime safety problems
・ Survey and settlement of illegal acts in maritime transportation activities
7-1
Figure. 7-1 Organization Chart of Vinamarine
7-2
2. Organizational System to Implement the Project in Vietnam
2.1
Port Operation
Maritime Administration which is a subordinate agency of Vinamarine is “a governmental agency
specialized in maritime management services in the port water areas and local navigable waters” and
it is deployed in each of 25 districts of jurisdiction.
Maritime Administration is one of the national maritime management agencies as defined in Article
58 of Maritime Regulations: “the governmental agency specialized in maritime management
services in the port water areas and local navigable waters is referred to as “Maritime
Administration”.
In making inspection for safety management at sea and surveying the death and
accidents caused in maritime transportation, Maritime Administration should request Vinamarine for
advice and assistance.
It is because Maritime Administration should take judicious actions
especially in cases such as taking vessels into detention.
Each Port Authorities which will be actual operator for the system under control and management of
Vinamarine do not have any plan to be privatelized it’s organization and/or to entrust the system with
outer organization
2.2
Operation of Vessel Traffic Surveillance
The operation of vessel traffic surveillance will be outlined taking the case of Hai Phong Port in the
largest port city in the North Region of Vietnam.
Hai Phong Maritime Administration that controls
Hai Phong Port has 82 staff members including one Director and two Vice Directors to make port
control activities in the water areas of Hai Phong Port.
The organization chart is shown in
Figure.7-2.
Hai Phong Maritime Administration consists of 6 Divisions: Legislation, and Finance and Account
under the direct control of Director, and Port Management, Safety and Investigation, Administration
and Personnel, and Cat Hai Branch under the control of two Vice Directors.
The main functions and services of the Maritime Administration include:
①
Advice and recommendations for making up master plans for port development in Vietnam;
②
Administration, supervision and guidance of maritime transportation businesses;
③
Channel management for safety of vessels, and development and introduction of navigational
7-3
aid systems;
④
Control of vessels entering and leaving Hai Phong Port;
⑤
Provision of port services and collection of port charges;
⑥
Enforcement of laws and regulations for maritime transportation management;
⑦
Seizure of vessels by request from related agencies.
Figure 7-2 Organization Chart of Hai Phong Maritime Administration
Director
Vice Director
Vice Director
Port
Safety and
Management
Investigation
Legislation
Finance and
Administration
Cat Hai
Account
and Personnel
Representative
Source: Materials received from Hai Phong Maritime Administration
The Maritime Administration has an operation system working on a 24-hour base to take a quick
search and rescu (SAR) action in event of sea accident occurrence within Hai Phong Port.
When it
receives a distress warning or emergency warning from a vessel within the sea area under its
jurisdiction or the radio coast station operated by Vietnam Ship Communications Public Corporation
(VISHIPEL), the Maritime Administration confirms the location of the vessel and its situation and
informs necessary information to Vietnam Maritime Rescue Coordination Center (VMRCC) to make
distress rescue activity in linking with the Center.
The Vessel Traffic System that is expected to be introduced in this Project is capable of monitoring
the vessel movements within the Port waters in real time.
The Maritime Administration will be
able to take quick action for a sea accident by making joint use with VMRCC of the information
collected by this system.
7-4
2.3
Organization for Implementing the Project
The actual operator of the Vessel traffic System which is expected to be introduced in this Project
will be each of the Maritime Administrations under the control of Vinamarine.
However, it is
necessary to organize the Project Management Unit (PMU) in Vinamarine in order to make
centralized management of the entire Project because this Project is aiming at introducing the
integrated system for the purpose of strengthening the linkage between Maritime Administrations,
but each Maritime Administration will not launch an organization to implement a project
individually.
To implement this Project by making the use of ODA fund, the PMU should be established under the
decision of Prime Minister Office 131/2006/ND-CP “Decree on Issuance of Regulation on
Management and Utilization of Official Development Assistance” and in accordance with the
following procedure:
1)
Ministry of Planning and Investment will issue the Notification on the organization chart,
functions and roles of the PMU;
2)
Ministry of Planning and Investment and Ministry of Transportation will approve the
documents on this Project before the implementing agency will issue the decision on
establishment of the PMU;
3)
The implementing agency will employ a Consultant in charge of management of the Project in
accordance with the related law or regulation of Vietnam.
7-5
3. Capacity Assessment of Implementing Agency of Vietnam and
Countermeasures
3.1
Operation and Maintenance System
Vinamarine implemented the “Radio Coast Station Development Project (1997 – 2007)” to maintain
safety of vessel traffic and to take quick action in event of sea accident under the Japanese yen loan
and introduced the Global Maritime Distress and Safety System.
In addition, in the background of
the increasing cargo handling volume at main ports in Vietnam along with the drastic increase of
marine transportation volume, it was the urgent necessity to operate the port facilities in an efficient
and safe manner.
In March 2005, Vinamarine made the field surveys aiming at introducing the
Vessel Traffic System in Vietnam and made the feasibility study in the technical and cost aspects on
this Project independently. In August 2008, a Vessel Traffic System was introduced temporarily at
Ho Chi Minh Port in Vung Tau Province, but a trouble in installation of the system.
Vietnam Ship
Communications Public Corporation (VISHIPEL) under the control of Vinamarine employed a
consultant to make the basic design study for the repair and recovery of the system trouble.
The “Radio Coast Station Development Project” as mentioned above received very high evaluation
in the assessment made by the Vietnam – Japan joint assessment team after completion of the
Japanese yen loan project, saying “this Project has no problem in terms of the capacity of the
implementing agency and the maintenance and operation system and is expected for high
sustainability.”
As a result, the project implementing capacity of Vinamarine was proved. As it
was experienced in the Radio Coast Station Project Phase I and Phase II and familiarized with the
Japanese yen loan scheme, Vinamarine is expected to able to implement the new Project in a
seamless manner.
In September 2011, one JICA expert was dispatched to Vinamarine to give professional advice on
the technical cooperation in port operation and maintenance and the development of the Vessel
Traffic System and the Distress and Safety System.
Based on the expert’s advice, therefore,
Vinamarine has established a support system to implement this Project.
The operation and maintenance of the Vessel Traffic System to be introduced in this Project will be
undertaken by each Maritime Administration under the control of Vinamarine.
Cat Hai Branch of
Hai Phong Maritime Administration has already enforced the 24-hour system for watching Ha Nam
channel by the means of VHF and other communications and will have no problem with its
maintenance and operation capacity if the VTS is introduced.
7-6
3.2
Financial Conditions for Maintenance and Operation
The application for the annual budget for the maintenance and operation expenses necessary for the
Vessel Traffic System to be introduced in this Project will be filed by each Maritime Administration
with Vinamarine.
Each Maritime Administration can collect the port charges for the port services
provided to port users such as shipping companies, playing the role of public utility entity.
The
budget for operation and maintenance of port facilities that each Maritime Administration possesses
are borne by Vinamarine.
For instance, the annual budget for operation and maintenance of the
facilities possessed by Hai Phong Maritime Administration amounted to 6 billion VND (equivalent
to 22.6 million yen) in 2010, which was allotted to Hai Phong Maritime Administration. According
to the hearing from Hai Phong Maritime Administration, the budget allotted to it is enough to allow
all the operation and maintenance works to be done.
3.3
Plan of Supporting the Implementing Agency of Vietnam
To demonstrate the project effects and maintain the sustainability of this Project for a long time, it is
very important to combine transfer of technology with training for maintenance and operation. In
maintaining the functionality and stability of the Vessel Traffic System to be introduced in this
Project, it is essential to prepare the maintenance and operation manual for the system and to make
the maintenance and inspection of the system on a daily and regular basis.
In order that the port
staff deal with the operation and maintenance of a newly introduced system, it is necessary not only
to transfer the technology of the system to the port personnel through on-the-job training (OJT), but
the port staff should accumulate the knowledge and experience on the operation and maintenance of
the system though the training of port staff members by level of duty and in accordance with office
regulations and through the dispatch to Japan of the managing staff of the implementing agency for
training in Japan.
7-7
Chapter 8.
Technical Advantages of Japanese
Companies
1. International Competitiveness of Japanese Companies and
Possibility of Contract Award to Japan
1.1 Objectives of this Project
One of the objectives of this Project is to introduce an integrated Vessel Traffic System in Vietnam.
It is important to develop a VTS in each port individually for “activating the port” and “maintaining
safety and security”, but the information gathered by means of the VTS can be used effectively for
“joint use of information by adjacent ports”, “use for vessel navigation services”, “supervision of
channel equipment”, “countermeasure for congested water areas”, “channel traffic analysis for
improvement”, “sea accident analysis”, “ocean pollution analysis” and “CO2 emission regulation”.
This Project is intended to network individual VTS systems as an integrated system to allow the
joint use of information by and dissemination of information to related agencies.
The
dissemination of information to related agencies is made in the form of access to Web which
requires no dedicated terminal or software.
As the information to be handled and required by
information users is diverse, it is necessary to establish the forms of display which are different
depending upon types of information.
For this purpose, the integrated VTS will adopt the Geographic Information System (GIS) for joint
use of information by different users and be configured with multi-layer architecture to register each
type of information per layer and with system expandability allowing the information users to select
necessary information easily.
The GIS-based information technology is absolutely required for the
integrated VTS, in addition to the conventional VTS technology.
1.2
Trend of Geographic Information System (GIS)
The GIS technology has been widely spread in many applications such as car navigation systems and
the route guidance in Web map site in the land-use field, and the system to plot the position
information on a map such as hazard map in the disaster prevention field.
The GIS can
demonstrate a high effect in grasping information by enhancing the visibility of users.
On the other hand, in the maritime and oceanic field, the GIS has already been introduced in the
Electronic Chart Display and Information System (ECDIS) for displaying channel beacons and
own/other ships as a ship operation support system for safety and security of navigation.
8-1
Also, the VTS system uses the technology for displaying port information on a chart, but it is
introduced as a single system at each port in many cases and configured as a system dedicated to
each port in general.
The greatest feature of the GIS is that the multi-layer architecture can be configured by type of
information, allowing the users to make easy comparative analysis with other information by layer
selection.
It can demonstrate an enormous effect in a system handling many types of information.
Marine GIS is capable of not only monitoring vessel movements, but also monitoring, analyzing and
taking action against ocean pollution.
The GIS features also flexible expandability for many
applications by the multi-layer architecture to configure information contents.
In the GIS field, the importance of contents technology to meet the demands of users is recognized
based on the multi-layer stacking technology and the researches into such technology by many
organizations are making progress.
1.3
International Competitiveness of Japanese Companies
At present, the researches on “Marine GIS” in which the GIS multi-layer architecture is used in the
maritime and oceanic systems are made by universities and institutes in japan.
In 2010, Tokyo
University of Marine Science and Technology developed the “Advanced Navigation System” ahead
of the world, which is used for ship operation management, vessel movement analysis and optimum
routing researches.
For the regulation of CO2 emissions from vessels by IMO (International Maritime Organization), the
Maritime Bureau, Ministry of Land, Infrastructure, Transport and Tourism, Japan advocates the
environmental contents strongly to the world and Japan is recognized as a “Country propelling ocean
environment forward.”
In July 2011, the IMO regulation of CO2 emission from vessels was
approved and the shipping operators will be called for the control of CO2 emissions under this IMO
regulation.
For the ship operation management taking account of the CO2 emission regulation, the systems
adopting the Marine GIS are deemed to be effective for handling diverse types of information and
the Marine GIS will be spread not only among universities and institutes, but also to the oceanic and
maritime centers and ship operation management centers.
For ship operation management, the GIS is surely used to display ship’s positions as used in Europe,
but there are only a few examples of full-scale “Marine GIS” with multi-layer architecture.
In
Japan, some private shipping companies have introduced the “Marine GIS” in their systems aiming
8-2
at advanced ship operation management.
In addition, NEDO (independent administrative institution, New Energy and Industrial Technology
Development Organization) announced to make the study of actual conditions of ship operations in
the framework of the “Project Finding Study for the Project for Support of Efficient Operation of
Cement Transport Vessels in Indonesia” in the cooperation with an Indonesian cement transport
vessel operator “PT INDOBARUNA BULK TRANSPOT”.
In this project, energy saving volume
measured by Japanese technology, “Marine GIS”, will be investigated
As mentioned above, the Marine GIS technology in multi-layer architecture has been attracting keen
attention overseas as well as in Japan.
The Marine GIS which will be adopted in the project will be designed based on the advanced
technology developed by Tokyo University of Marine Science and Technology on 2010.
In this Project, it is aimed to integrate VTS system to the Radar and ICT technology, by the adoption
of Marine GIS technology which leading by Japan.
With regard to comparison of supply record for the integrated VTS by the adoption Marine GIS
between Japan and other countries, there are no conspicuous supply record for the same because it is
a pioneer system by using unique Japanese technology and is only available at Tokyo University of
Marine Science and Technology for research purpose level so for.
1.4
Possibility of Contract Award to Japan
In taking into consideration the details as described above and the development of contents in the
cooperative projects by academic, industrial and public sectors in Japan, the possibility of the
contract for this Project being awarded to Japan is deemed to be considerably high.
8-3
2.
Main Equipment Items and Amounts with Possibility of
Procurement from Japan
The project will be implemented in 2 phases which are to be completed by year 2015 and
2020 respectively. Table 8-1 and Table 8-2 shows items and amounts to be procured from
Japan.
Table 8-1
No.
Phase1 Project Cost from Japan
Description
Foreign Currency
(1,000 Yen)
1
1.1 Hon Gai
¥481,500
1.2 Hai Phong
¥990,500
1.3 Da Nang
¥418,500
Vung Tau
1.4 (Ba Rịa - Vung Tau)
¥810,500
1.5 Ho Chi Minh
¥704,500
¥139,400
Sub Total
2
Installation, Adjustment and Inspection
3
Training and Maintenance
Consultant Fee
Contingency Fee (5% of Total (1-4)）
Total (1-5)
Grand Total
¥4,059,600
¥202,980
Total (1-4)
5
¥460,700
¥54,000
Total (1-3)
4
¥3,544,900
(Equiv.J thousand Yen)
Grand Total (Equiv.US thousand $)
¥4,262,580
¥213,129
¥4,475,709
¥4,475,709
US$57,381
US$ =JPY 78
8-4
Table 8-2
No.
Phase2 Project Cost from Japan
Description
Foreign Currency
(1,000 Yen)
1
¥830,500
1.2 Nghe An
¥667,500
¥910,500
1.4 Dung Quat
¥534,500
1.5 Quy Nhon
¥481,500
¥790,500
1.7 Nha Trang, Cam Ranh
(Khanh Hoa)
1.8 Chuyen dung Nha may nhiet dien Vinh Tan
¥467,500
1.9 Ke Ga
¥750,500
1.10 Dong Nai
¥767,500
1.11 Can Tho
¥867,500
¥85,500
Sub Total
2
Installation, Adjustment and Inspection
3
Training and Maintenance
Total (1-3)
4
Consultant Fee
¥7,661,000
¥1,210,084
¥100,417
¥8,921,501
¥554,744
Total (1-4)
5
¥507,500
Contingency Fee (5% of Total (1-4)
¥9,367,470
¥476,312
Total (1-5)
¥10,002,557
Grand Total (Equiv.J thousand Yen)
¥10,002,557
Grand Total (Equiv.US thousand $)
US$128,238
US$ =JPY 78
8-5
3. Necessary Measures for Promotion of Contract Award to
Japanese Companies
3.1 Provision and Promotion of Advanced Environmental Technology of Japan Ahead of Others
①
The Vessel Traffic System that is planned to be introduced in Vietnam in this Project
will be integrated with the environmental GIS (Geographic Information System) to
provide oceanic contents for CO2 emission control by shipping operators, and
monitoring and analysis of ocean pollution.
②
The technologies created from the projects implemented by the tie-up of the academic,
industrial and public sectors will be provided.
The oceanic contents were advocated by
Ministry of Land, Infrastructure, Transport and Tourism of Japan and developed by
Tokyo University of Marine Science and Technology for the ship operation management,
vessel movement analysis and optimum route researches.
③
The technology that conforms to the CO2 emission regulation for vessels as advocated
by IMO (International Maritime Organization) will be provided.
3.2 Promotion of Regional Cooperation and Integration between Japan and Asian Countries
①
Promotion of efficient port management at main ports and smoothing of regional trade
aiming at seamless logistics with Asian countries supported by Japan.
②
Development of investment and business environments in Vietnam to appropriately meet
the trend toward drastic increase and advance of international logistics
3.3 Financial Support from Japanese Government
In the project, Japanese ODA will be used. Even at the stage of the actual operation after handing
over the system, technical support from Japanese Government will be provided.
8-6

February 2012 Prepared for: The Ministry of Economy, Trade and

Transcription

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