外文翻译越南港口效率和竞争力体系的分析.docx

1、外文翻译越南港口效率和竞争力体系的分析 本科毕业论文外文翻译外文题目：An Analysis of the Efficiency and Competitiveness of Vietnamese Port System 出 处 Department of Maritime Business 作 者：Vinh Van Thai and Devinder Grewal 原 文：An Analysis of the efficiency and Competitiveness of Vietnamese Port Systemby Vinh Van Thai and Devinder Grewal

2、ABSTRACTPorts, as one of the important links between different modes of transport within the logistics chain, have special essence since their efficiency and competitiveness will certainly have an impact on the chain, and hence the national and regional economy. Vietnam, as a developing country grad

3、ually integrating into the regional and global economy, is rationalizing its economic sectors, including transportation. In this environment, ports play a vital role for the purpose of achieving comparative advantages in the international market. However, the Vietnamese port system is burdened with

4、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 and proposes strategies to address them. Keywords: Vietnam, port, efficiency, competitiveness, analysisINTRODUCTION The pa

5、per 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 and competitiveness of the Vietnamese port system. The third part proposes some development strategies based on previous

6、 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 China in the North, Laos and Cambodia in the West and has her East coast facing the South China Sea. The country is situat

7、ed 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 also vary from the north to the south of the country. In the north, there are visibly four seasons; however, the southe

8、rn 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 mainly the diurnal tidal regime while in the central region there is a combination of semi-diurnal, irregular semi-diurnal a

9、nd 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 than 3,000kilometres of coast line stretching from north to south of the country. The Vietnamese port system consists of

10、 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 vessels on international voyages and several dozen of other ports for internal trade. The Vietnam Port Association (VPA)，

11、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 the Vietnamese Port SystemIn this part of the study the efficiency and competitiveness of the Vietnamese port system will

12、 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 contemporary problems as far as efficiency and competitiveness are concerned. Where necessary, comparison will be conducted betw

13、een 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 point of view, the institutional and administrative issues of a port system are very important to provide initial informatio

14、n 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 discussed. Port management body in Vietnam The port management system in Vietnam is very diversified. Examples include: VI

15、NAMARINE, 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 National Ship ping Lines), which is also under direct control and management of the Ministry of Transport ，is the state-owned c

16、ompany responsible for shipping activities in Vietnam. It man ages: Hai Phong Port and Quang Ninh Port in the north, Da Nang Port in the central, Sai Gon Port and Can Tho Port in the south. Local governments, such as cities and provinces, also take part in port management. For instance, Ben Nghe Por

17、t is directly under super vision and management of Department of Transport and Public Works of Ho Chi Minh City. Some state-owned corporations, which are under control of provinces and cities, also manage ports. This is the case of Hon Khoi Port managed by a salt company under control of Peoples Com

18、mittee 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 sectors participation so far: Ba Ria Serece in Phu My (Vung Tau province) as the joint-venture between Norway, French and V

19、ietnamese 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 control and management of both Ministry of Transport and Ministry of Planning and Investment.The role of Port Authority Th

20、e definition of term port authority and its functions in Vietnam is very different from other countries in the world. In 1977, a port authority was defined as State, Municipal, public or private body, which is largely responsible for the tasks of construction, administration and sometimes the operat

21、ion 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 management models existing in the world. It also indicates that the port authority plays an important strategic role with w

22、ide 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 operation and managementIn parallel with institutional and administrative issues identified above, various operational and mana

23、gement 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 administration and management system. Current framework of fees and dues are regulated by different government agencies as follo

24、ws: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 age, tug service, mooring and unmooring, wharf age (elaborated from rates regulated by Ministry of Finance), opening and

25、 closing hatches, cleaning of hatches, rubbish collection, water supply, tallying, cargo handling charge, cargo storage charge and equipment hire/leasing.Tariff analysisThe following tables indicate a comparative analysis between two cases of 3,000 TEU class ship and 1,100 TEU class ship visiting po

26、rts 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 current Vietnamese ports, it is necessary that some key performance indicators are analysed. The following records indicate cu

27、rrent 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 still relatively low compared with other ASEAN ports in the region which can reach about 25 boxes per unit crane per netwo

28、rking 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 internal management problems. Handling productivity at the quay is very important since it directly relates to the vessels tur

29、naround time in ports, meaning the economic justification for ship operators. However, ports also have a responsibility to en sure efficiency in their landside operations to sustain any benefits of efficiency in quayside operations.Administrative proceduresVietnamese ports are known for their cumber

30、 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 ports came into effect on 01/07/2002 with experimental application at Sai Gon Port, the ships agent needed to gather more

31、 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 authority, customs, immigration, medical officer etc for the same ship and take them onboard. In practice, it took about

32、 half day to gather all necessary related agencies, and about the same amount of time to bring them onboard and finish the job. This lengthened the ships waiting time.The reform of administrative procedures at 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 po