Vietnam seaport infrastructure , PhD thesis in economics.
108. Dang Cong Xuong (2008), "Towards a specialized law regulating activities related to seaports", Journal of Maritime Science and Technology, No. 15+16 - November 2008.
109. Development of seaport systems and new technologies , GMT + 7- 5/12/2006.
110. "New potential of Tan Cang - Cai Mep", Vietnam Maritime Magazine,
October 2009.
111. Does the Central region need more seaports ? , 2007, GMT+7
II. ENGLISH
112. Vinamarine (2008), Draft Plan for Port Administration & Management in Vietnam.
113. Mun Wai Ho and Kim Hin (David) Ho (National University of Singapore) (2006), "Risk Management in Large Physical Infrastructure Investments: The Context of Seaport Infrastructure Development and Investment", International Journal of Maritime Economics 8 , p140–168 (IJME)
114. Sibel Bayar, Aydin, Alkan- Faculty of Shipping, Istanbul University- Turkey (2011), "The impact of seaport investments on regional economics and developments", International Journal of Business and Management , No2, Vol 3.
115. Hai Tran, Stephen Cahoon, Shu-Ling Chen: Australian Maritime University (2011), "A quality management Framework for Seaports in their Supply chains in the 21st Century", The Asian Journal of Shipping and Logistics , Vol 27, No 3, 2011, p363-386
116. S.Islam and TLOlsen – University of Auckland, New Zealand (2011), "Factors affecting seaport capacity", 19th International Congress on Modeling and Simulation, Perth, Australia.
APPENDIX
Appendix 1.1. Concept of port land and port water area
Port land : is a limited area of land for the construction of wharves, warehouses, yards, factories, headquarters, service facilities, transportation systems, communications, electricity and water, other auxiliary works and equipment installation. In which, the wharf is a fixed structure belonging to the port, used for ships to anchor, load and unload goods, pick up and drop off passengers and perform other services [79].
Port water area : is a limited water area to establish a water area in front of the wharf, a ship turning area, an anchorage area, a transshipment area, a storm shelter area, a pilot boarding and disembarking area, a quarantine area; an area to build a seaport channel and other auxiliary works [79]. This is the area that has a decisive influence on the activities of serving ships entering and leaving the port, including the waiting area, the water area in front of the port and the port channel.
+ Waiting area: Is a water area located far from the port's wharf, located offshore (position of buoy number zero) the boundary between the sea area and the river mouth into the port. Waiting area is where ships anchor and wait to complete the ship's procedures to enter to load cargo.
+ Water area in front of the port (water area in front of the wharf): is the water area where ships dock and anchor, the depth of this water area is a very important factor that determines the development potential of the port. The greater the depth in front of the wharf, the more capable it is of receiving large tonnage ships docking to load and unload cargo.
+ Port access channel: Is the water area between the waiting area and the water area in front of the port. The distance of the port access channel is the traffic corridor of waterway vehicles, so the hydrological conditions and parameters of the channel such as tidal currents, alluvial sedimentation regime, sand and reef sedimentation, waves, wind, channel configuration, depth, length, width, level of equipment of signaling information devices at the channel will directly affect the ability to receive the size of ships entering the port as well as the safety of ships and boats.
Appendix 1.2: List of classification of Vietnamese seaports (Issued with Decision No. 16/2008/QD-TTg dated January 28, 2008 of the Prime Minister)
TT
Port name | Belonging to province or city directly under the Central Government | |
I | Class I seaport | |
1 | Cam Pha Seaport | Quang Ninh |
2 | Hon Gai seaport | Quang Ninh |
3 | Hai Phong seaport | Hai Phong |
4 | Nghi Son Seaport | Thanh Hoa |
5 | Cua Lo seaport | Nghe An |
6 | Vung Ang seaport | Ha Tinh |
7 | Chan May Seaport | Thua Thien Hue |
8 | Danang seaport | Danang |
9 | Dung Quat Seaport | Quang Ngai |
10 | Quy Nhon Seaport | Pacify |
11 | Van Phong seaport | Khanh Hoa |
12 | Nha Trang seaport | Khanh Hoa |
13 | Ba Ngoi seaport | Khanh Hoa |
14 | Ho Chi Minh City Seaport | Ho Chi Minh City |
15 | Vung Tau seaport | Ba Ria - Vung Tau |
16 | Dong Nai seaport | Dong Nai |
17 | Can Tho Seaport | Can Tho |
II | Class II seaport | |
1 | Mui Chua seaport | Quang Ninh |
2 | Diem Dien seaport | Peace |
3 | Nam Dinh seaport | Nam Dinh |
4 | Limen Seaport | Thanh Hoa |
5 | Ben Thuy seaport | Nghe An |
6 | Xuan Hai Seaport | Ha Tinh |
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Solutions for tourism development in Tien Lang - 10
zt2i3t4l5ee
zt2a3gstourism, tourism development
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- 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
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Investment and Efficiency Estimates for Agricultural and Forestry Production Development Planning Scheme
7
Quang Binh seaport | Quang Binh | |
8 | Cua Viet Seaport | Quang Tri |
9 | Thuan An Seaport | Thua Thien Hue |
10 | Quang Nam seaport | Quang Nam |
11 | Sa Ky seaport | Quang Ngai |
12 | Vung Ro seaport | Phu Yen |
13 | Ca Na seaport | Ninh Thuan |
14 | Phu Quy seaport | Binh Thuan |
15 | Binh Duong Seaport | Binh Duong |
16 | Dong Thap seaport | Dong Thap |
17 | My Thoi seaport | An Giang |
18 | Vinh Long seaport | Vinh Long |
19 | My Tho seaport | Tien Giang |
20 | Nam Can Seaport | Ca Mau |
21 | Hon Chong seaport | Kien Giang |
22 | Binh Tri Seaport | Kien Giang |
23 | Con Dao seaport | Ba Ria - Vung Tau |
III | Type III seaport (Offshore oil and gas port) | |
1 | Dragon Double Mine Seaport | Ba Ria - Vung Tau |
2 | Rang Dong Mine Seaport | Ba Ria - Vung Tau |
3 | Hong Ngoc Mine Seaport | Ba Ria - Vung Tau |
4 | Lan Tay Mine Seaport | Ba Ria - Vung Tau |
5 | Black Lion Mine Port | Ba Ria - Vung Tau |
6 | Dai Hung Mine Seaport | Ba Ria - Vung Tau |
7 | Chi Linh mining seaport | Ba Ria - Vung Tau |
8 | Ba Vi Mine Seaport | Ba Ria - Vung Tau |
9 | Vietsopetro Mine Seaport01 | Ba Ria - Vung Tau |
Appendix 1.3: Determining the roles of entities participating in port investment and exploitation in some countries around the world
Port (water)
Port type | Management agency port | Developer develop | Miner | Responsibility Government | ||
KCHT | KCTT | |||||
Hamburg (Virtue) | Lease | City | City | Declarant waterfall | Declarant waterfall | Canal, dike, embankment road |
Rottecdam (Netherlands) | Lease | City | City | Declarant waterfall | Declarant waterfall | Canal, dike, embankment road |
Antwerp (Belgium) | Lease | City | City | Declarant waterfall | Declarant waterfall | Canal, dike, embankment road |
Singapore | Self-exploitation | PSA | PSA | PSA | PSA | Road |
Hong Kong | Lease | of TW | Declarant waterfall | Declarant waterfall | Declarant waterfall | Canal, dike, embankment road |
Taiwan | Lease (including device) | Ch.right port | Ch.right port | Ch.right port | Declarant waterfall | Direct in port |
Japan | Lease | Ch.right port | Ch.right port | Declarant waterfall | Declarant waterfall | Canal, dike, embankment road |
Source: [107]
Appendix 1.4: List of 10 largest container ports in the world (2008)
Classify
Port name | Nation | Number of containers (Million TEUs) | |
1 | Singapore | Singapore | 29,918 |
2 | Shanghai | China | 27.98 |
3 | Hong Kong | China | 24,248 |
4 | Shenzhen | China | 21,413 |
5 | Busan | S.Korea | 13,425 |
6 | Dubai | UAE | 11,827 |
7 | Ningbo | China | 11,226 |
8 | Guangzhou | China | 11,001 |
9 | Rotterdam | Netherlands | 10.8 |
10 | Qingdao | China | 10.32 |
Source: Liner Intelligence (Ci - online.co.uk)
Appendix 1.5: Components of a mobile harbor
A mobile seaport system includes:
Floating platform: helps large ships with deep drafts that cannot move into the port to still be able to load cargo in a suitable location, with a stable and safe design structure.
Mobile harbor berth interface: the design system on the wharf surface ensures smooth movement and operation throughout the process.
Highly - efficient loading system: the port owns an efficient and fast system for loading and unloading bulk and container cargo.
Docking and mooring system: automatic system to guide ships into mobile ports, anchor and load and unload goods right at the ship.
System design and container trainsport network: the system is designed to be optimized, capable of analyzing economic indicators and analyzing the container transport network.
Source: [109]
Appendix 2.1: Construction cost of Hai Phong international gateway port (Lach Huyen port)
TT
Project | Estimated construction cost (billion VND) | Proportion (%) | ||
Phase 2015 | Phase 2020 (not included) Previous Director) | |||
1 | Port works (including wharves; embankments; treatment) soft soil; restoration; road; architecture) | 4,000 | 9,800 | 34 |
2 | Protective works (including breakwaters and sand barrier | 2,800 | 2,900 | 14 |
3 | Dredging Lach Huyen channel | 5,000 | 6,000 | 27 |
4 | Tan Vu - Lach Huyen Road, connecting to the port with Hanoi - Hai Phong highway | 8,000 – 10,000 | 25 | |
5 | Total | 40,500 | 100 | |
Source: Transport Design Consulting Corporation (TEDI) collected from ongoing projects [13]
Appendix 2.2: Estimated investment costs for developing Chan May port (Thua Thien Hue) and Lien Chieu port (Da Nang)
STT
Work category | Chan May Port | Lien Chieu Port | |||
Expense (million USD) | Proportion (%) | Expense (million USD) | Proportion (%) | ||
1 | Protective works | 66.8 | 32 | 64.4 | 22 |
2 | Dredging | 19.8 | 9.7 | 40.8 | 14 |
3 | Bridge | 1.9 | 0.6 | ||
4 | Wharf construction | 57.0 | 28 | 51.3 | 17.7 |
5 | Courtyard | 34.5 | 17 | 67.3 | 23.3 |
6 | Port access | 2.6 | 1.3 | 4.4 | 1.5 |
7 | Housing and public buildings | 5.3 | 2.6 | 10.6 | 3.6 |
8 | Cargo handling equipment | 12.8 | 6.3 | 44.6 | 15.4 |
9 | Maritime relief | 4.3 | 2.1 | 4.4 | 1.5 |
Total | 203.1 | 100 | 289.7 | 100 | |
Source: [31]
Appendix 2.3: Investment capital ratio by content at Hai Phong Port One Member Co., Ltd., period 2006 - 2011
Target
Proportion (%) | Phase investment capital 2006 - 2011 (billion VND) | |
Total investment | 100 | 3,545 |
1. VĐT for equipment purchase | 23.55 | 835 |
2. VĐT for architectural construction | 74 | 2,627 |
3. VĐT for human resources | 2.1 | 75.7 |
4. Capital for scientific and technological research | 0.07 | 2.61 |
5. VĐT for marketing | 0.147 | 5.22 |
Source: Calculated based on data from the Finance and Accounting Department - Hai Phong Port Company Limited
Appendix 2.4: Main cargo handling equipment at some typical ports
Area
STT | Port | Special crane use container | Crane for cargo chemicals (of all kinds) | |
North | 1 | Cai Lan | 2 | 15 |
2 | Hai Phong | 18 | 65 | |
North Central Coast | 3 | Nghi Son | 21 | |
4 | Le Mon | 6 | ||
5 | Cua Lo | 14 | ||
6 | Vung Ang | 4 | ||
Central Central | 7 | Clouds | 4 | |
8 | Tien Sa | 2 | 27 | |
9 | Ky Ha | 6 | ||
10 | Gemadept - Dung Quat Terminal | 2 | ||
South Central Coast | 11 | Quy Nhon | 22 | |
12 | Thi Vai | 7 | ||
13 | Vung Ro | 5 | ||
14 | Nha Trang | 9 | ||
15 | Ba Ngoi | 8 | ||
Southern | 16 | Saigon | 2 | 22 |
17 | Tan Cang - Cat Lai | 15 | 5 | |
18 | Container port Saigon Center (SPCT) | 5 | ||
19 | Phu My - Ba Ria Serece | 3 | ||
20 | SP - PSA International Port | 16 | 4 | |
21 | Cai Mep New Port | 3 | 3 | |
22 | My Thoi | 16 | ||
23 | Can Tho | 13 | ||
24 | The Stick | 16 |
Source: Author's synthesis