国际港口物流中英文对照外文翻译文献.docx

1、国际港口物流中英文对照外文翻译文献中英文对照外文翻译文献(文档含英文原文和中文翻译)原文：An Analysis of the efficiency and Competitiveness of Vietnamese Port SystemABSTRACTPorts, as one of the important links between different modes of transport within the logistics chain, have special essence since their efficiency and competitiveness will c

2、ertainly have an impact on the chain, and hence the national and regional economy. Vietnam, as a developing country gradually integrating into the regional and global economy, is rationalizing its economic sectors, including transportation. In this environment, ports play a vital role for the purpos

3、e of achieving comparative advantages in the international market. However, the Vietnamese port system is burdened with out dated work practices, low efficiency and poor competitiveness compared to other ports in the region. This paper identifies some of the problems in the Vietnamese port system an

4、d proposes strategies to address them. Keywords: Vietnam, port, efficiency, competitiveness, analysisINTRODUCTION The paper is organized in four main sections. The first part sets the general background and overview on port geography in Vietnam. The second section addresses the issues of efficiency

5、and competitiveness of the Vietnamese port system. The third part proposes some development strategies based on previous discussions, followed by the last section that sums up the paper.General back groundVietnam is located in the Indochina peninsula in South East Asia and shares the borders with Ch

6、ina in the North, Laos and Cambodia in the West and has her East coast facing the South China Sea. The country is situated within the tropical zone and has a tropical monsoon climate. As Vietnam is a narrow and long country stretching from the south of China down to the Gulf of Thailand, the seasons

7、 also vary from the north to the south of the country. In the north, there are visibly four seasons; however, the southern part of the country experiences only two seasons all year round, namely the tropical dry and the tropical wet. As far as tidal regimes are concerned, ports in the north see main

8、ly the diurnal tidal regime while in the central region there is a combination of semi-diurnal, irregular semi-diurnal and irregular diurnal regimes. In the south, the tidal regimes in existence are semi-diurnal and irregular semi-diurnal. Brief overview on port geography in VietnamVietnam has more

9、than 3,000kilometres of coast line stretching from north to south of the country. The Vietnamese port system consists of both ports along the coast line and the ones located on rivers. According to Vietnam Maritime Bureau (VINAMARINE, 2003), there are currently more than 90 ports which can receive v

10、essels on international voyages and several dozen of other ports for internal trade. The Vietnam Port Association (VPA)，which now has 40 members all of whom are capable of serving vessels on international voyages, has the annual cargo through put of more than 80% of the countrys total. Analysis of t

11、he Vietnamese Port SystemIn this part of the study the efficiency and competitiveness of the Vietnamese port system will be analysed and discussed. The main issues involving port institutional and administrative regimes, as well as port operation and management will be covered to reveal the contempo

12、rary problems as far as efficiency and competitiveness are concerned. Where necessary, comparison will be conducted between the Vietnamese ports and some others in the ASEAN and ESCAP region to further illustrate the analysis and discussion.Institutional and administrative issuesFrom a holistic poin

13、t of view, the institutional and administrative issues of a port system are very important to provide initial information about its efficiency and competitiveness. In this section, different categories of port management body as well as the role of port authorities in Vietnam will be analysed and di

14、scussed. Port management body in Vietnam The port management system in Vietnam is very diversified. Examples include: VINAMARINE, which is under direct control and management of the Ministry of Transport, manages three ports Nghe Tinh Port,Qui Nhon Port and Nha Trang Port. VINALINES (Vietnam Nationa

15、l Ship ping Lines), which is also under direct control and management of the Ministry of Transport ，is the state-owned company responsible for shipping activities in Vietnam. It man ages: Hai Phong Port and Quang Ninh Port in the north, Da Nang Port in the central, Sai Gon Port and Can Tho Port in t

16、he south. Local governments, such as cities and provinces, also take part in port management. For instance, Ben Nghe Port is directly under super vision and management of Department of Transport and Public Works of Ho Chi Minh City. Some state-owned corporations, which are under control of provinces

17、 and cities, also manage ports. This is the case of Hon Khoi Port managed by a salt company under control of Peoples Committee of Khanh Hoa province.The participation of private sector in port management in Vietnam is still very limited. Nationally, there are only two ports that have the private sec

18、tors participation so far: Ba Ria Serece in Phu My (Vung Tau province) as the joint-venture between Norway, French and Vietnamese partners; VICT as the joint-venture between NOL of Singapore, Mitsui & Co. of Japan and Southern Waterborne Trans port Company of Vietnam. These ports are under direct co

19、ntrol and management of both Ministry of Transport and Ministry of Planning and Investment.The role of Port Authority The definition of term port authority and its functions in Vietnam is very different from other countries in the world. In 1977, a port authority was defined as State, Municipal, pub

20、lic or private body, which is largely responsible for the tasks of construction, administration and sometimes the operation of port facilities and, in certain circumstances, for security (World Bank Port Reform Toolkit, 2001). This definition is sufficiently broad to accommodate the various port man

21、agement models existing in the world. It also indicates that the port authority plays an important strategic role with wide responsibilities. In most cases, the port authority is the landowner and it can work out general guide lines for strategic development of owned ports and terminals.Port operati

22、on and managementIn parallel with institutional and administrative issues identified above, various operational and management problems at selected key ports can also been identified. Pricing policyThe practice of maritime dues and fees at ports in Vietnam is also as diversified as the port administ

23、ration and management system. Current framework of fees and dues are regulated by different government agencies as follows:The Ministry of Finance regulates rates for tonnage fee, aids-to-navigation (ATN) fee, wharf age and documentary fee.The Governments Pricing Committee regulates rates for pilot

24、age, tug service, mooring and unmooring, wharf age (elaborated from rates regulated by Ministry of Finance), opening and closing hatches, cleaning of hatches, rubbish collection, water supply, tallying, cargo handling charge, cargo storage charge and equipment hire/leasing.Tariff analysisThe followi

25、ng tables indicate a comparative analysis between two cases of 3,000 TEU class ship and 1,100 TEU class ship visiting ports in the ESCAP region. Port tariff is compared in terms of both nominal exchange rate and purchasing power parity.ProductivityIn order to further examine the efficiency of curren

26、t Vietnamese ports, it is necessary that some key performance indicators are analysed. The following records indicate current handling productivity in normal working conditions:It can be clearly seen from the above that handling productivity at key Vietnamese ports, with the exception of VICT, is st

27、ill relatively low compared with other ASEAN ports in the region which can reach about 25 boxes per unit crane per networking hour. This can be partly explained by the absence of specialized handling equipment like ship-to-shore gantry cranes at some ports, skills of crane drivers, as well as intern

28、al management problems. Handling productivity at the quay is very important since it directly relates to the vessels turnaround time in ports, meaning the economic justification for ship operators. However, ports also have a responsibility to en sure efficiency in their landside operations to sustai

29、n any benefits of efficiency in quayside operations.Administrative proceduresVietnamese ports are known for their cumber some administrative procedures for ships using their services. Before the Prime Ministers Decree No.55/2002/QD-TTg dated 23/04/2002 on reform of administrative procedures at sea p

30、orts came into effect on 01/07/2002 with experimental application at Sai Gon Port, the ships agent needed to gather more than 30 types of documents for a ship to visit Vietnamese ports. Moreover, it was also time-consuming since he had to arrange himself to pick up all related agencies such as port

31、authority, customs, immigration, medical officer etc for the same ship and take them onboard. In practice, it took about half day to gather all necessary related agencies, and about the same amount of time to bring them onboard and finish the job. This lengthened the ships waiting time.The reform of

32、 administrative procedures at seaports stipulated that the port authority is the agency to coordinate with all other related agencies, and the ships agent only needs to submit necessary documents to the port authority. As a result of these reforms, in Ho Chi Minh City area, the number of vessel calls has increased by 30% after one year of implementation. However, such a reform has to be extended to all other ports.Equipment and facilitiesFacilities and equipment make up the “hard ware” of any ports and terminals. Al though they cannot provide an actual judgment as productivity and utiliza