Investment in developing Vietnam's seaports

Appendix 2.5: Some new seaport projects using state capital, period 2005 - 2011

Unit: Billion VND

Project name

Total investment
1. Lach Huyen International Gateway Port (Hai Phong)	40,643
2. Vung Ang Port - Phase II (Ha Tinh)	767
3. Cai Lan Port (Quang Ninh)	1,809,996
4. An Thoi Port (Phu Quoc)	149.46
5. Cai Mep - Thi Vai International Port (Ba Ria - Vung Tau)	11,473
6. Van Phong International Transit Port (Khanh Hoa)

Maybe you are interested!

Current Status of Investment and Development of Vietnam's Seaports
Developing non-credit services at Joint Stock Commercial Bank for Investment and Development of Vietnam, Son Tay branch - 1
Solutions for Developing Non-Credit Services at Vietnam Joint Stock Commercial Bank for Investment and Development, Son Tay Branch
Solutions for tourism development in Tien Lang - 10 zt2i3t4l5ee zt2a3gstourism, tourism development zt2a3ge zc2o3n4t5e6n7ts - District People's Committees and authorities of communes with tourist attractions should support, promote, and provide necessary information to people, helping them improve their knowledge about tourism. Raise tourism awareness for local people. * * * Due to limited knowledge and research time, the thesis inevitably has shortcomings. Therefore, I look forward to receiving guidance from teachers, experts as well as your comments to make the thesis more complete. Chapter III Conclusion Through the issues presented in Chapter II, we can come to some conclusions: Based on the strengths of available tourism resources, the types of tourism in Tien Lang that need to be promoted in the coming time are sightseeing and resort tourism, discovery tourism, weekend tourism. To improve the quality and diversify tourism products, Tien Lang district needs to combine with local cultural tourism resources, at the same time combine with surrounding areas, build rich tourism products. The strengths of Tien Lang tourism are eco-tourism and cultural tourism, so developing Tien Lang tourism must always go hand in hand with restoring and preserving types of cultural tourism resources. Some necessary measures to support and improve the efficiency of exploiting tourism resources in Tien Lang are: strengthening the construction of technical facilities and labor force serving tourism, actively promoting and advertising tourism, and expanding forms of capital mobilization for tourism development. CONCLUDE I Conclusion 1. Based on the results achieved within the framework of the thesis's needs, some basic conclusions can be drawn as follows: Tien Lang is a locality with great potential for tourism development. The relatively abundant cultural tourism resources and ecological tourism resources have great appeal to tourists. Based on this potential, Tien Lang can build a unique tourism industry that is competitive enough with other localities within Hai Phong city and neighboring areas. In recent years, the exploitation of the advantages of resources to develop tourism and build tourist routes in Tien Lang has not been commensurate with the available potential. In terms of quantity, many resource objects have not been brought into the purpose of tourism development. In terms of time, the regular service time has not been extended to attract more visitors. Infrastructure and technical facilities are still weak. The labor force is still thin and weak in terms of expertise. Tourism programs and routes have not been organized properly, the exploitation content is still monotonous, so it has not attracted many visitors. Although resources have not been mobilized much for tourism development, they are facing the risk of destruction and degradation. 2. Based on the results of investigation, analysis, synthesis, evaluation and selective absorption of research results of related topics, the thesis has proposed a number of necessary solutions to improve the efficiency of exploiting tourism resources in Tien Lang such as: promoting the restoration and conservation of tourism resources, focusing on investment and key exploitation of ecotourism resources, strengthening the construction of infrastructure and tourism workforce. Expanding forms of capital mobilization. In addition, the thesis has built a number of tourist routes of Hai Phong in which Tien Lang tourism resources play an important role. Exploiting Tien Lang tourism resources for tourism development is currently facing many difficulties. The above measures, if applied synchronously, will likely bring new prospects for the local tourism industry, contributing to making Tien Lang tourism an important economic sector in the district's economic structure. REFERENCES 1. Nhuan Ha, Trinh Minh Hien, Tran Phuong, Hai Phong - Historical and cultural relics, Hai Phong Publishing House, 1993 2. Hai Phong City History Council, Hai Phong Gazetteer, Hai Phong Publishing House, 1990. 3. Hai Phong City History Council, History of Tien Lang District Party Committee, Hai Phong Publishing House, 1990. 4. Hai Phong City History Council, University of Social Sciences and Humanities, VNU, Hai Phong Place Names Encyclopedia, Hai Phong Publishing House. 2001. 5. Law on Cultural Heritage and documents guiding its implementation, National Political Publishing House, Hanoi, 2003. 6. Tran Duc Thanh, Lecture on Tourism Geography, Faculty of Tourism, University of Social Sciences and Humanities, VNU, 2006 7. Hai Phong Center for Social Sciences and Humanities, Some typical cultural heritages of Hai Phong, Hai Phong Publishing House, 2001 8. Nguyen Ngoc Thao (editor-in-chief, Tourism Geography, Hai Phong Publishing House, two volumes (2001-2002) 9. Nguyen Minh Tue and group of authors, Hai Phong Tourism Geography, Ho Chi Minh City Publishing House, 1997. 10. Nguyen Thanh Son, Hai Phong Tourism Territory Organization, Associate Doctoral Thesis in Geological Geography, Hanoi, 1996. 11. Decision No. 2033/QD – UB on detailed planning of Tien Lang town, Hai Phong city until 2020. 12. Department of Culture, Information, Hai Phong Museum, Hai Phong relics - National ranked scenic spot, Hai Phong Publishing House, 2005. 13. Tien Lang District People's Committee, Economic Development Planning - Culture - Society of Tien Lang district to 2010. 14.Website www.HaiPhong.gov.vn APPENDIX 1 List of national ranked monuments STT Name of the monument Number, year of decisiondetermine Location 1 Gam Temple 938 VH/QĐ04/08/1992 Cam Khe Village- Toan Thang commune 2 Doc Hau Temple 9381 VH/QĐ04/08/1992 Doc Hau Village –Toan Thang commune 3 Cuu Doi Communal House 3207 VH/QĐDecember 30, 1991 Zone II of townTien Lang 4 Ha Dai Temple 938 VH/QĐ04/08/1992 Ha Dai Village –Tien Thanh commune APPENDIX II STT Name of the monument Number, year of decision Location 1 Phu Ke Pagoda Temple 178/QD-UBJanuary 28, 2005 Zone 1 - townTien Lang 2 Trung Lang Temple 178/QD-UBJanuary 28, 2005 Zone 4 – townTien Lang 3 Bao Khanh Pagoda 1900/QD-UBAugust 24, 2006 Nam Tu Village -Kien Thiet commune 4 Bach Da Pagoda 1792/QD-UB11/11/2002 Hung Thang Commune 5 Ngoc Dong Temple 177/QD-UBNovember 27, 2005 Tien Thanh Commune 6 Tomb of Minister TSNhu Van Lan 2848/QD-UBSeptember 19, 2003 Nam Tu Village -Kien Thiet commune 7 Canh Son Stone Temple 2160/QD-UBSeptember 19, 2003 Van Doi Commune –Doan Lap 8 Meiji Temple 2259/QD-UBSeptember 19, 2002 Toan Thang Commune 9 Tien Doi Noi Temple 477/QD-UBSeptember 19, 2005 Doan Lap Commune 10 Tu Doi Temple 177/QD-UBJanuary 28, 2005 Doan Lap Commune 11 Duyen Lao Temple 177/QD-UBJanuary 28, 2005 Tien Minh Commune 12 Dinh Xuan Uc Pagoda 177/QD-UBJanuary 28, 2005 Bac Hung Commune 13 Chu Khe Pagoda 177/QD-UBJanuary 28, 2005 Hung Thang Commune 14 Dong Dinh 2848/QD-UBNovember 21, 2002 Vinh Quang Commune 15 President's Memorial HouseTon Duc Thang 177/QD-UBJanuary 28, 2005 NT Quy Cao Ha Dai Temple Ben Vua Temple Tien Lang hot spring div.maincontent .p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent .s1 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; font-size: 16pt; } div.maincontent .s2 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s3 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s4 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; font-size: 14pt; } div.maincontent .s5 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; font-size: 14pt; } div.maincontent .s6 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s7 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s8 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 9pt; vertical-align: 6pt; } div.maincontent .s9 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 12pt; } div.maincontent .s11 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; tex
Identify Rating Levels and Rating Scales zt2i3t4l5ee zt2a3gstourism,quan lan,quang ninh,ecology,ecotourism,minh chau,van don,geography,geographical basis,tourism development,science zt2a3ge zc2o3n4t5e6n7ts of the islanders. Therefore, this indicator will be divided into two sub-indicators: a1. Natural tourism attractiveness a2. Cultural tourism attractiveness b. Tourist capacity The two island communes in Quan Lan have different capacities to receive tourists. Minh Chau Commune is home to many standard hotels and resorts, attracting high-income domestic and international tourists. Meanwhile, Quan Lan Commune has many motels mainly built and operated by local people, so the scale and quality are not high, and will be suitable for ordinary tourists such as students. c. Time of exploitation of Quan Lan Island Commune: Quan Lan tourism is seasonal due to weather and climate conditions and festivals only take place on certain days of the year, specifically in spring. In Quan Lan commune, the period from April to June and from September to November is considered the best time to visit Quan Lan because the cultural tourism activities are mainly associated with festivals taking place during this time. Minh Chau island commune: Tourism exploitation time is all year round, because this is a place with a number of tourist attractions with diverse ecosystems such as Bai Tu Long National Park Research Center, Tram forest, Turtle Laying Beach, so besides coming to the beach for tourism and vacation in the summer, Minh Chau will attract research groups to come for tourism combined with research at other times of the year. d. Sustainability The sustainability of ecotourism sites in Quan Lan and Minh Chau communes depends on the sensitivity of the ecosystems to climate changes. landscape. In general, these tourist destinations have a fairly high level of sustainability, because they are natural ecosystems, planned and protected. However, if a large number of tourists gather at certain times, it can exceed the carrying capacity and affect the sustainability of the environment (polluted beaches, damaged trees, animals moving away from their habitats, etc.), then the sustainability of the above ecosystems (natural ecosystems, human ecosystems) will also be affected and become less sustainable. e. Location and accessibility Both island communes have ports to take tourists to visit from Van Don wharf: - Quan Lan – Van Don traffic route: Phuc Thinh – Viet Anh high-speed boat and Quang Minh high-speed boat, depart at 8am and 2pm from Van Don to Quan Lan, and at 7am and 1pm from Quan Lan to Van Don. There are also wooden boats departing at 7am and 1pm. - Van Don - Minh Chau traffic route: Chung Huong high-speed train, Minh Chau train, morning 7:30 and afternoon 13:30 from Van Don to Minh Chau, morning 6:30 and afternoon 13:00 from Minh Chau to Van Don. f. Infrastructure Despite receiving investment attention, the issue of infrastructure and technical facilities for tourism on Quan Lan Island is still an issue that needs to be resolved because it has a direct impact on the implementation of ecotourism activities. The minimum conditions for serving tourists such as accommodation, electricity, water, communication, especially medical services, and security work need to be given top priority. Ecotourism spots in Minh Chau commune are assessed to have better infrastructure and technical facilities for tourism because there are quite complete and synchronous conditions for serving tourists, meeting many needs of domestic and foreign tourists. 3.2.1.4. Determine assessment levels and assessment scales Corresponding to the levels of each criterion, the index is the score of those levels in the order of 4, 3, 2, 1 decreasing according to the standard of each level: very attractive (4), attractive (3), average (2), less attractive (1). 3.2.1.5. Determining the coefficients of the criteria For the assessment of DLST in the two communes of Quan Lan and Minh Chau islands, the students added evaluation coefficients to show the importance of the criteria and indicators as follows: Coefficient 3 with criteria: Attractiveness, Exploitation time. These are the 2 most important criteria for attracting tourists to tourism in general and eco-tourism in particular, so they have the highest coefficient. Coefficient 2 with criteria: Capacity, Infrastructure, Location and accessibility . Because the assessment area is an island commune of Van Don district, the above criteria are selected by the author with appropriate coefficients at the average level. Coefficient 1 with criteria: Sustainability. Quan Lan has natural and human-made ecotourism sites, with high biodiversity and little impact from local human factors. Most of the ecotourism sites are still wild, so they are highly sustainable. 3.2.1.6. Results of DLST assessment on Quan Lan island a. Assessment of the potential for natural tourism development  For Minh Chau commune: + Natural tourism attractiveness is determined to be very attractive (4 points) and the most important coefficient (coefficient 3), so the score of the Attractiveness criterion is 4 x 3 = 12. + Capacity is determined as average (2 points) and the coefficient is quite important (coefficient 2), then the score of Capacity criterion is 2 x 2 = 4. + Exploitation time is long (4 points), the most important coefficient (coefficient 3) so the score of the Exploitation time criterion is 4 x 3 = 12. + Sustainability is determined as sustainable (4 points), the important coefficient is the average coefficient (coefficient 1), so the score of the Sustainability criterion is 4 x 1 = 4 points + Location and accessibility are determined to be quite favorable (2 points), the coefficient is quite important (coefficient 2), the criterion score is 2 x 2 = 4 points. + Infrastructure is assessed as good (3 points), the coefficient is quite important (coefficient 2), then the score of the Infrastructure criterion is 3 x 2 = 6 points. The total score for evaluating DLST in Minh Chau commune according to 6 evaluation criteria is determined as: 12 + 4 + 12 + 4 + 4 + 6 = 42 points Similar assessment for Quan Lan commune, we have the following table: Table 3.3: Assessment of the potential for natural ecotourism development in Quan Lan and Minh Chau communes Attractiveness of self-tourismof course Capacity Mining time Sustainability Location and accessibility Infrastructure Result Point DarkMulti Point DarkMulti Point DarkMulti Point DarkMulti Point DarkMulti Point DarkMulti CommuneMinh Chau 12 12 4 8 12 12 4 4 4 8 6 8 42/52 Quan CommuneLan 6 12 6 8 9 12 4 4 4 8 4 8 33/52 b. Assessment of the potential for humanistic tourism development  For Quan Lan commune: + The attractiveness of human tourism is determined to be very attractive (4 points) and the most important coefficient (coefficient 3), so the score of the Attractiveness criterion is 4 x 3 = 12. + Capacity is determined to be large (3 points) and the coefficient is quite important (coefficient 2), then the score of the Capacity criterion is 3 x 2 = 6. + Mining time is average (3 points), the most important coefficient (coefficient 3) so the score of the Mining time criterion is 3 x 3 = 9. + Sustainability is determined as sustainable (4 points), the important coefficient is the average coefficient (coefficient 1), so the score of the Sustainability criterion is 4 x 1 = 4 points. + Location and accessibility are determined to be quite favorable (2 points), the coefficient is quite important (coefficient 2), the criterion score is 2 x 2 = 4 points. + Infrastructure is rated as average (2 points), the coefficient is quite important (coefficient 2), then the score of the Infrastructure criterion is 2 x 2 = 4 points. The total score for evaluating DLST in Quan Lan commune according to 6 evaluation criteria is determined as: 12 + 6 + 6 + 4 + 4 + 4 = 36 points. Similar assessment with Minh Chau commune we have the following table: Table 3.4: Assessment of the potential for developing humanistic eco-tourism in Quan Lan and Minh Chau communes Attractiveness of human tourismliterature Capacity Mining time Sustainability Location and accessibility Infrastructure Result Point DarkMulti Point DarkMulti Point DarkMulti Point DarkMulti Point DarkMulti Point DarkMulti Quan CommuneLan 12 12 6 8 9 12 4 4 4 8 4 8 39/52 Minh CommuneChau 6 12 4 8 12 12 4 4 4 8 6 8 36/52 Basically, both Minh Chau and Quan Lan localities have quite favorable conditions for developing ecotourism. However, Quan Lan commune has more advantages to develop ecotourism in a humanistic direction, because this is an area with many famous historical relics such as Quan Lan Communal House, Quan Lan Pagoda, Temple worshiping the hero Tran Khanh Du, ... along with local festivals held annually such as the wind praying ceremony (March 15), Quan Lan festival (June 10-19); due to its location near the port and long exploitation time, the beaches in Quan Lan commune (especially Quan Lan beach) are no longer hygienic and clean to ensure the needs of tourists coming to relax and swim; this is also an area with many beautiful landscapes such as Got Beo wind pass, Ong Phong head, Voi Voi cave, but the ability to access these places is still very limited (dirt hill road, lots of gravel and rocks), especially during rainy and windy times; In addition, other natural resources such as mangrove forests and sea worms have not been really exploited for tourism purposes and ecotourism development. On the contrary, Minh Chau commune has more advantages in developing ecotourism in the direction of natural tourism, this is an area with diverse ecosystems such as at Rua De Beach, Bai Tu Long National Park Conservation Center...; Minh Chau beach is highly appreciated for its natural beauty and cleanliness, ranked in the top ten most beautiful beaches in Vietnam; Minh Chau commune is also home to Tram forest with a large area and a purity of up to 90%, suitable for building bridges through the forest (a very effective type of natural ecotourism currently applied by many countries) for tourists to sightsee, as well as for the purpose of studying and researching. Figure 3.1: Thenmala Forest Bridge (India) Source: https://www.thenmalaecotourism.com/(August 21, 2019) 3.2.2. Using SWOT matrix to evaluate Quan Lan island tourism General assessment of current tourism activities of Quan Lan island is shown through the following SWOT matrix: Table 3.5: SWOT matrix evaluating tourism activities on Quan Lan island Internal agent Strengths- There is a lot of potential for tourism development, especially natural ecotourism and humanistic ecotourism.- The unskilled labor force is relatively abundant.- resource environmentunpolluted, still Weaknesses- Poorly developed infrastructure, especially traffic routes to tourist destinations on the island.- The team of professional staff is still weak.- Tourism products in general quite wild, originalintact general and DLST in particularalone is monotonous. External agents Opportunity- Tourism is a key industry in the socio-economic development strategy of the province and Van Don economic zone.- Quan Lan was selected as a pilot area for eco-tourism development within the framework of the green growth project between Quang Ninh province and the Japanese organization JICA.- The flow of tourists and especially ecotourism in the world tends toincreasing Challenge- Weather and climate change abnormally.- Competition in tourism products is increasingly fierce, especially with other localities in the province such as Ha Long, Mong Cai...- Awareness of tourists, especially domestic tourists, about ecotourism and nature conservation is not high. Through summary analysis using SWOT matrix we see that:  To exploit strengths and take advantage of opportunities, it is necessary to: - Diversify products and service types (build more tourism routes aimed at specific needs of tourists: experiential tourism immersed in nature, spiritual cultural tourism...) - Effective exploitation of resources and differentiated products (natural resources and human resources) div.maincontent .p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent .s1 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 13pt; } div.maincontent .s2 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 13pt; } div.maincontent .s3 { color: #0D0D0D; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s4 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s5 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s6 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; vertical-align: -3pt; } div.maincontent .s7 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; vertical-align: -2pt; } div.maincontent .s8 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; vertical-align: -1pt; } div.maincontent .s9 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s10 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s11 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s12 { color: black; font-family:Symbol, serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s13 { color: black; font-family:Wingdings; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s14 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 9pt; vertical-align: 5pt; } div.maincontent .s15 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 9pt; vertical-align: 5pt; } div.maincontent .s16 { color: black; font-family:Cambria, serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s17 { color: #080808; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s18 { color: #080808; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s19 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 11pt; } div.maincontent .s20 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 10pt; } div.maincontent .s21 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 11pt; } div.maincontent .s22 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 11pt; } div.maincontent .s23 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s24 { color: #212121; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; tex

Source: Vietnam Maritime Administration

Appendix 2.6: Some new seaport projects using port enterprise capital and FDI capital, period 2005 - 2011

Project name

Investment unit
1. Dinh Vu Port (Hai Phong)	Hai Phong Port
2. SP - PSA Port (Ba Ria - Vung Tau)	Saigon Port and PSA Group - Singapore
3. Cai Mep International Port (Ba Ria - Vung Tau)	Saigon Port and APMT Group - Ha Noi Lan belongs to Maersk Seland
4. Saigon International Container Port - SSA (Mrs. Ria - Vung Tau)	Saigon Port and SSA Group - Marie My
5. Cai Mep Ha Container Port (Ba Ria - Vung Tau) Ship)	Gemadept Company
6. Cat Lai Container Port (Ho Chi Minh City)	Saigon Newport Corporation
7. Phu Huu Port (Dong Nai)	Vietnam Oil and Gas Transportation Company

Appendix 2.7: Subjects investing in the development and exploitation of Vietnam's main seaports

Port

sea

Name of the station	Construction investment/ management unit of the wharf
Cam Pha		Port and Trade Company - Coal and Minerals Group Vietnam
Island Thorn	Cai Lan	Quang Ninh Port - VINALINES
Island Thorn	B12	B12 Petroleum Company - PETROLIMEX
Hai Phong	Object	Vat Cach Port Joint Stock Company - VINALINES
	Hoang Dieu	Hai Phong Port - VINALINES
	Painting Temple
	Dinh Vu
	Doan Xa	Doan Xa Port Joint Stock Company - VINALINES
	Transvina	High-Tech Transportation Company Limited (TRANSVINA) - VINALINES
	Cam Door	Cua Cam Port - Hai Phong Department of Transport
Doubt Paint	General dock Nghi Son	Thanh Hoa Port - Thanh Hoa Department of Transport
Cua Lo		Nghe Tinh Port - Vietnam Maritime Administration
Vung Ang		Ha Tinh Trading and Shipping Company
Clouds		Chan May Port - People's Committee of Thua Thien - Hue Province
Da Da Nang	Tien Sa	Danang Port - VINALINES
Da Da Nang	Han River	Danang Port - VINALINES
Dung Quat		PETROVIETNAM
Quy Nhon		Quy Nhon Port - Vietnam Maritime Administration
Nha Trang		Nha Trang Port - Vietnam Maritime Administration
Pool Ship	Phu My (Ba Ria - Serece)	Ba Ria - Serece Joint Venture Company
Copper Deer	Dong Nai	Dong Nai Port - Dong Nai Province Department of Transport
Ho Chi Minh City Ho Chi Minh	Saigon	Saigon Port - VINALINES
	Ben Nghe	Ben Nghe Port - Ho Chi Minh City Department of Transport
	Cat Lai	Tan Cang - Ministry of Defense
	Tan Cang	Tan Cang - Ministry of Defense
	VICT	Logistics Joint Venture Company No. 1
	Nha Be Oil	Petrolimex Saigon
Need Verse	Can Tho	Saigon Port - VINALINES

Source: Ministry of Transport

Appendix 2.8: Vietnam's seaport system as of the end of 2008

Port name

Number of berths (wharf)	Number of bridges (bridges)	Total bridge length (km)
Quang Ninh	6	11	1802
Hai Phong	21	43	5630
Peace	1	4	209
Nam Dinh	1	2	200
Thanh Hoa	3	4	418
Nghe An	4	10	1000
Ha Tinh	2	3	270
Quang Binh	3	3	295
Quang Tri	1	2	128
Thua Thien Hue	3	4	525
Danang	13	28	3731.4
Quang Ngai	2	2	160
Quy Nhon	3	6	1240
Phu Yen	1	1	110
Khanh Hoa	3	3	670
Nha Trang	4	5	562
Ho Chi Minh City	24	57	10601
Dong Nai	6	11	901
Vung Tau - Thi Vai	12	36	4049
Can Tho	10	11	1116
Dong Thap	5	5	453
An Giang	1	1	76
My Tho	1	1	62
Ca Mau	1	2	165
Kien Giang	2	2	215
Total	133	257	35594.4

Source: Department of Infrastructure and Urban Areas - Ministry of Planning and Investment

236

Appendix 2.9. Total investment capital for seaport development from 1999 - 2011 at current prices and at original 1994 prices

Unit: Billion VND

Target

1999	2000	2001	2002	2003	2004	2005	2006	2007	2008	2009	2010	2011
Total investment capital for seaport development at current price	6,620	7,635	1,381	2,030	2,536.1	3,977	4,009.7	4,310.5	4,646.7	5,018.4	8,481.2	7,350.8	5,300
inflation factor	1.3	1.31	1,3157	1,351	1,433	1,535	1,603	1,663	1,721	1.85	1.9	1.95	2.01
Total investment capital for seaport development original price 1994	5,092.3	5,828.2	1,049.6	1,502.6	1,769.8	2,590.8	2,501.3	2,591.7	2,699.5	2,712.4	4,463.6	3,769.2	2,650
Total investment capital for seaport development by stage (original price 1994)	17,833.8						7,792.5			13,595.2

Length of wharfs of Vietnam's seaport system, period 1998 - 2011

Unit: Km

Year

1998 (end of year)	2004 (end of year)	2007 (end of year)	2011 (end of year)
Length of wharf	20.09	31.5	39,951	49.5

Source: Author's synthesis

Appendix 2.10: Port exploitation coefficient - 2010 and 2011

Unit: %

Port Group

Name of seaport and harbor	Declaring coefficient port
Group I (Southern seaport group) North)	- Hai Phong Port (Hoang Dieu, Chua Ve)	119
	- Doan Xa Port	146
	- Dinh Vu Port	81.3%
	- Cai Lan general port	55%
	- Cam Pha coal port	206%
	- Mui Chua Port	1.3%
	- Diem Dien Port
	- Hai Thinh Port
Group II (Northern seaport group) Central)	- Nghi Son Port	103%
	- Limen Port	56.8%
	- Cua Lo Port	42%
	- Ben Thuy Port
	- Vung Ang Port	51.7%
	- Xuan Hai Port	25%
Group III (Chinese seaport group) Central)	- Quang Binh Port
	Hon La Wharf	29%
	Song Gianh General Wharf	66%
	Song Gianh oil port	40%
	- Quang Tri Port
	Cua Viet Wharf	16%
	Cua Viet petrol station
	- Thua Thien - Hue Port
	Thuan An General Wharf	10%
	Thuan An Gas Station	3%
	Chan May General Wharf	57%
	Chan May Gas Station

- Danang Port	89%
Lien Chieu Wharf	53%
Tien Sa Wharf	65%
Han River Wharf
- Ky Ha Port - Quang Nam
Ky Ha Wharf	75%
Tam Hiep Wharf
- Dung Quat Port
Gemandept Dung Quat Wharf	5.25%
Product oil terminal	10.8%
Crude oil import terminal
Industrial park wharf
Sa Ky Wharf	35%
Group IV (Southern seaport group) Central)	- Quy Nhon Port
	Quy Nhon General Wharf	91.7%
	Thi Nai General Wharf	53.4%
	Quy Nhon Gas Station	20%
	- Vung Ro Port
	Vung Ro General Wharf	87.4%
	Vung Ro Gas Station
	- Van Phong Port	under construction build
	- Nha Trang - Ba Ngoi Port
	Nha Trang Wharf	162%
	Mui Chut Gas Station
	Ba Ngoi General Wharf	98.1%
	- Ca Na Port - Doc Ham
	Ninh Chu Wharf	91.4%
	Ca Na Wharf	11%
	- Ke Ga Port

Phu Quy Wharf	49%
Group V (Ho Chi Minh City - Dong Nai - Ba Ria - Vung Tau seaport group)	- Ho Chi Minh City Port	257%
	- Ba Ria - Vung Tau Port	65.47%
	- Dong Nai port and Binh Duong port	23.8%
Group VI (Mekong Delta seaport group)	- Port on Tien River
	Dong Thap Port	30%
	My Tho Port	32%
	Vinh Long Port	42.5%
	Ben Tre Port	Not active dynamic
	- Port on Hau River ( if including exported sand volume) password ):
	My Thoi Port	297%
	Hoang Dieu Port - Can Tho	301%
	Cai Cui Port	173%
	Tra Noc Port	1102%
	Binh Minh Port	83%
	- Port in Ca Mau peninsula area and coastal bay Thailand
	Hon Chong Port	has been damaged heavy
	Nam Can Port	14%

Source: Author's compilation based on data from Vietnam Maritime Administration

Appendix 2.11: Total cargo volume through the port and growth rate in the period 1995 - 2011

Year

Cargo throughput (Million tons)					Growth rate (%/year)
X. mouth	N. mouth	Inland	Transit	Total	Growth rate (%/year)
1995	12.9	10.6	10.5	3.7	37.7
1996	15.9	13.1	8.1	2.1	39.2	4.0
1997	21.2	17.2	7.3	3.2	48.9	24.7
1998	22.8	20.0	10.0	4.0	56.8	16.2
1999	29.6	22.3	14.3	6.5	72.7	28.0
2000	29.0	23.1	21.2	9.1	82.4	13.3
2001	35.9	25.4	20.1	9.6	91.0	10.4
2002	34.5	35.0	22.7	10.1	102.3	12.4
2003	37.9	39.9	25.9	10.6	114.3	11.7
2004	47.1	41.3	29.0	10.3	127.7	11.7
2005	51.2	45.8	28.9	12.6	138.5	8.5
2006	57.6	49.1	33.1	14.7	154.5	11.6
2007	62.5	58.6	42.9	17.1	181.1	17.2
2008	63.7	72.4	42.8	17.7	196.6	8.5
2009	84.3	69.4	60.3	20.1	251.2	12
2010	74.8	79.5	75.5	29.5	259.2	10
2011	80.5	74.6	87.9	43	286	10.4

Source: Vietnam Maritime Administration

Investment in developing Vietnam's seaports - 31

Comment