Which option to be used for Van Phong Port
09/07/2009 01:35 pm
CA – Van Phong International Transit Port has been restarting after many “sleeping” years. But which kind of berth should be applied for Van Phong to satisfy future needs of sea transportation?
In fist half year of 2008, thanks to timely reflection of press, critical opinions of local and international experts, managers, readers, a project of giant complex of steel and thermo-power of POSCO (Korea) with intention to occupy the location (unique), which was planned for Vietnam’s international transit port, had to give up this unique location for the port.
Recently, in order to wake up potentiality of Van Phong deepwater port which was in sleep for decades, the Government has assigned Vinalines to start the project and allow an application of tender appointment for the project (upon request of Vinalines)
However, the matter is that with natural depth of 16.5m of the area in front of Dam Mon berth, whether a solution for construction of 2 berths (6.000TEU and 9,000TEU) as proposed by Vinalines or a solution with one or two 15.000TEU berths should be applied?
Current situation and trend of container ship in the world
The 7th conference of International Port Association at DUBAI (U.A.E) on 28 March 2008 defined development trend of world sea port in order to satisfy needs of cargo transportation by sea way. 130 members from 230 large ports of 90 countries and territories participated in the conference, representing for voices of ports which has been handling 90% quantity of containers in the world, equivalent to 60% cargo volume transported by sea way all over the world. The conference recorded and published that total quantity of container to be handled in the world sea ports in 2006 was 440 million TEU (1 TEU equivalents to one 20 feet container). It’s expected that this number in 2015 will be 600 million TEU. The largest and second-largest container ports in the words are of Singapore and Hong Kong.
Report by the General Secretary of the Association affirmed that: “The most economical container ship up to the time of the conference is 12.000 TEU one”. There is now a series of six 15,200TEU container ships (EMMA of Maersk Lines), with length of 397,7m, width of 56.4m, height of 100m, total capacity of 151.687 GT operating in Odessa - Singapore - Hong Kong route.
The largest container ship now is designed with capacity of 18,000TEU, being constructed in Germany and to be launched in 2009.
Current situation of Vietnam’s container ports
Before 2009, Viet Nam’s sea port could not receive container ship with capacity of from 4000 TEU. Ports in Ho Chi Minh City and Hai Phong city can receive ship with capacity not more than 2,000 TEU to transit to Singapore, Hong Kong. In May 2009, Cai Mep Port in Vung Tau was able to receive 6,000 TEU container ships.
According to plan, this area can receive container ship with capacity up to 8,000 TEU. Northern ports have not been able to receive 4000TEU ship. According to statistic data of Vinamarine, the volume of container cargo reached 4,5 million TEU in 2007, in which 0,7 million TEU was shipped locally and 3,8 million TEU was shipped to Europe and America.
Due to a transit in Singapore, importers have to bare an additional charge of 400 USD for each TEU in minimum.
Thus, each year, because that large container ships can not access Vietnam’s ports, our economy losses near 1,5 billion USD. Therefore, the construction of a transit container port in Van Phong for ship with capacity of at least 4000 TEU now become an urgent need.
According to Vinalines’s solution, in the start up stage, 02 berths will be constructed in Dam Mon, (Van Phong bay) for 6000 and 9000 TEU container ship. However, in order not to waste the natural water depth in front of berth, the kind of berth to be constructed should be considered seriously for an optimizing effectiveness and to prevent an early backward status.
15,000TEU berth should be constructed in start-up stage.
Natural depth of water area in front of Dam Mon wharf (16.5m) totally satisfies requirements for construction of a 15,000TEU berth. If only 6,000-9000 TEU berth is constructed, the port can not receive EMMA and larger ships.
Off course, the 15,000 TEU berth requires a higher investment capital than 6000 TEU or 9000 TEU ones. However, if investment capital for construction of both berth at same time can not mobilized, we can construct only one berth first.
In terms of mechanism, port is an important infrastructure which impact in long-term on whole country’s economy, therefore it should be invested by the state budget. It is not reasonable to compare incomes from port charge with its investment capital to request Vinalines to settle the matter of expenses and income.
As a matter of course, in order to attract ships to the port, an attractive policy of open economic zone is required. Procedures and services should be compliance with international practices. One become a international transit port, processing, packing, classifying activities shall create a lot of jobs and an significant income source for the state budget.
In fist half year of 2008, thanks to timely reflection of press, critical opinions of local and international experts, managers, readers, a project of giant complex of steel and thermo-power of POSCO (Korea) with intention to occupy the location (unique), which was planned for Vietnam’s international transit port, had to give up this unique location for the port.
Recently, in order to wake up potentiality of Van Phong deepwater port which was in sleep for decades, the Government has assigned Vinalines to start the project and allow an application of tender appointment for the project (upon request of Vinalines)
However, the matter is that with natural depth of 16.5m of the area in front of Dam Mon berth, whether a solution for construction of 2 berths (6.000TEU and 9,000TEU) as proposed by Vinalines or a solution with one or two 15.000TEU berths should be applied?
Current situation and trend of container ship in the world
The 7th conference of International Port Association at DUBAI (U.A.E) on 28 March 2008 defined development trend of world sea port in order to satisfy needs of cargo transportation by sea way. 130 members from 230 large ports of 90 countries and territories participated in the conference, representing for voices of ports which has been handling 90% quantity of containers in the world, equivalent to 60% cargo volume transported by sea way all over the world. The conference recorded and published that total quantity of container to be handled in the world sea ports in 2006 was 440 million TEU (1 TEU equivalents to one 20 feet container). It’s expected that this number in 2015 will be 600 million TEU. The largest and second-largest container ports in the words are of Singapore and Hong Kong.
Report by the General Secretary of the Association affirmed that: “The most economical container ship up to the time of the conference is 12.000 TEU one”. There is now a series of six 15,200TEU container ships (EMMA of Maersk Lines), with length of 397,7m, width of 56.4m, height of 100m, total capacity of 151.687 GT operating in Odessa - Singapore - Hong Kong route.
The largest container ship now is designed with capacity of 18,000TEU, being constructed in Germany and to be launched in 2009.
Current situation of Vietnam’s container ports
Before 2009, Viet Nam’s sea port could not receive container ship with capacity of from 4000 TEU. Ports in Ho Chi Minh City and Hai Phong city can receive ship with capacity not more than 2,000 TEU to transit to Singapore, Hong Kong. In May 2009, Cai Mep Port in Vung Tau was able to receive 6,000 TEU container ships.
According to plan, this area can receive container ship with capacity up to 8,000 TEU. Northern ports have not been able to receive 4000TEU ship. According to statistic data of Vinamarine, the volume of container cargo reached 4,5 million TEU in 2007, in which 0,7 million TEU was shipped locally and 3,8 million TEU was shipped to Europe and America.
Due to a transit in Singapore, importers have to bare an additional charge of 400 USD for each TEU in minimum.
Thus, each year, because that large container ships can not access Vietnam’s ports, our economy losses near 1,5 billion USD. Therefore, the construction of a transit container port in Van Phong for ship with capacity of at least 4000 TEU now become an urgent need.
According to Vinalines’s solution, in the start up stage, 02 berths will be constructed in Dam Mon, (Van Phong bay) for 6000 and 9000 TEU container ship. However, in order not to waste the natural water depth in front of berth, the kind of berth to be constructed should be considered seriously for an optimizing effectiveness and to prevent an early backward status.
15,000TEU berth should be constructed in start-up stage.
Natural depth of water area in front of Dam Mon wharf (16.5m) totally satisfies requirements for construction of a 15,000TEU berth. If only 6,000-9000 TEU berth is constructed, the port can not receive EMMA and larger ships.
Off course, the 15,000 TEU berth requires a higher investment capital than 6000 TEU or 9000 TEU ones. However, if investment capital for construction of both berth at same time can not mobilized, we can construct only one berth first.
In terms of mechanism, port is an important infrastructure which impact in long-term on whole country’s economy, therefore it should be invested by the state budget. It is not reasonable to compare incomes from port charge with its investment capital to request Vinalines to settle the matter of expenses and income.
As a matter of course, in order to attract ships to the port, an attractive policy of open economic zone is required. Procedures and services should be compliance with international practices. One become a international transit port, processing, packing, classifying activities shall create a lot of jobs and an significant income source for the state budget.
Translated by Hong Cam (Source: VietnamNet)
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