EAP - The Pacific Infrastructure Challenge - World Bank (2006).pdf

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Figure A.31: TEU Throughput Levels per capita 0.300 0.250 TEU Throughput per Capita 0.200 0.150 0.100 0.050 0.000 Port Moresby, PNG Pohnpei, FSM Santo, Vanuatu Lae Port, PNG Suva, Fiji Betio, Kiribati Nuku'alofa, Tonga Apia, Samoa Castries, St Lucia Bridgetown, Barbados Source: TEU throughput data as per Figure A.30.. Population data from WDI indicators for same years as TEU throughput Efficiency Aside from the TEU throughput data shown in above, publicly available performance data for ports is extremely limited, and we have been unable to construct meaningful indicators. In addition, comparator ports have shore-based container crane, while Pacific ports do not, relying instead on slower ship lifting gear, so comparisons on cargo handling productivity rates are not meaningful. While smaller ports, such as those in Federated States of Micronesia and Kiribati may not have the throughput volumes to justify installing shore based cranes, it is surprising that larger ports like those in Papua New Guinea, Suva and even Apia do not have this superstructure in place. Their TEU throughput volumes are at least as high as the comparator ports of St Lucia and Barbados which do have container cranes. Investing in a container crane would help to improve port efficiency levels and would therefore help to encourage more traffic. This would also help to establish these ports as Pacific region ‘minitransshipment hubs’, a goal identified by both the Samoa and Fiji port authorities. Operational efficiency at Pacific ports is constrained by outdated design and equipment 73 . This problem is compounded by poor maintenance. Capital city wharves serving coastal and inter-island trade are “cramped, lack adequate cargo sheds and passenger handling facilities, possess little or nothing in the way of cargo handling facilities and are poorly maintained.” 74 . We provide detailed descriptions of efficiency at some Pacific ports below: 73 The AusAid Pacific Regional Transport Study notes that many of the port facilities in the Pacific were built prior to containerization. Existing assets are not conducive to improved port efficiency. (AusAid, June 2004) 74 “Pacific Regional Transport Study – Final Report Volume 1”, June 2004 126
Suva Port, Fiji 75 Suva Port is the main port for international container trade in Fiji. It is also the focal point of domestic services to outer islands, fishing and ship repair services. The port handles 69% of all ship calls in Fiji. Container traffic makes up the majority of cargo operations and has increased over the past 20 years. The existing wharf cannot support the weight of containers and lifting equipment so trucks are required to help transfer containers to storage. Although the existing yard space is adequate for current TEU volumes, it is estimated that this will not be the case after 2011, when the total yard capacity of 50,000 TEU per annum will be reached. Ships serving Suva must have their own lifting gear as the port has no shore-based lifting cranes. Cargo handling productivity improved from 5.23 containers per vessel-hour in 1998 to 8 containers per vessel hour using the ships’ lifting gear. The requirement for ships to carry lifting gear does not impact intra-regional traffic as this is a requirement for other Pacific ports. However, it does constrain the number of calls from ships on international routes as many of these would only need the gear for Suva. Cargo handling at Suva port is also inefficient and the state of cargo handling equipment poor 76 . This affects ship productivity and in turn affects freight costs. Overall, this contributes to fewer ships calling and hence reduces the competitiveness of the port. Port Vila and Santo Port, Vanuatu 77 Port Vila is the major port in Vanuatu. It handles around 70% of all imports and 30% of all exports (by tonnage). It has recently been overhauled through the ADB-funded Urban Infrastructure project to extend the wharf’s working life by another 20 years. Although over 80% of cargo is containerized, Port Vila has inadequate container handling facilities. This restricts the ability of the port to encourage more foreign vessels and operators on interisland routes. Santo port handles the remainder of the overseas traffic in Vanuatu and serves as an international collection point for northern islands. It has recently undergone a complete rehabilitation to overcome serious degradation and lack of maintenance. The renovations have significantly improved the port’s performance. The average ship turnaround time has been reduced from a level of 2.2 (in 1996) to 1.1 (in 2001) days per ship, overall ship waiting time has been reduced to almost zero, from 15.5 days in 1990 and 8.3 days in 1991. The total number of vessels calling at Santo increased from 66 in 1998 to 85 in 2001. Betio Port, Kiribati 78 Betio port in Tarawa is the primary commercial port in Kiribati, the only gateway for foreign trade and the centre of domestic sea transport. Large ships cannot berth alongside the quay wall and containers are transferred between ship and shore using barges and tugs. This 75 “Report and Recommendation of the President to the Board of Directors on a Proposed Loan to the Maritime and Ports Authority of Fiji for the Fiji Ports Development Project in the Republic of the Fiji Islands”, ADB, January 2002 76 Ibid 77 Sources: “Vanuatu Infrastructure Masterplan” Republic of Vanuatu, 2002, “Vanuatu: Economic Performance and Challenges Ahead” ADB Pacific Studies Series, 2002 and “Santo Port Project Performance Audit Report” ADB, May 2002 78 Sources: “Review of Maritime Transport 2000: Chapter V Port Development” United Nations, 2000 127
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The Pacific Infrastructure Challeng
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Table of Contents 1 Acronyms and Ab
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Figure 8.4: Annual Per Capita Inves
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Box 7.9: ECTEL - Regulatory Coopera
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kWh MDG MIAA MIPA MNOC MOTCA MOU MP
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2 Executive Summary This discussion
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Fiscal, regulatory and policy decis
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Figure 2.2: Estimated Annual Invest
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3 What’s the Purpose of the Discu
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Box 4.2: Improving Infrastructure f
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5 How well are Pacific Countries Pe
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Figure 5.1: Access to Electricity 1
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Water tariffs are often too low In
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Table 6.1 shows that in addition to
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These characteristics mean that Pac
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6.2 Challenges to Institutions and
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6.2.2 Demographic Issues in the Reg
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These high rural populations mean t
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Figure 6.3: Comparison of Defining
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Lack of legal and regulatory suppor
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7 Challenge: How do we Lift Perform
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7.1.2 Poor Policy Design and Coordi
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different, some efficiency may be g
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Figure 7.1: Accountability in Infra
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Box 7.3: Expert Panels can Improve
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Some of these reforms have already
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7.2.2 Choose an Appropriate Reform
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Box 7.5: Public Sector Reforms in t
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Pacific countries, management salar
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There are three classic types of pr
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While private sector involvement ma
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Air services would also benefit fro
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7.2.5 Regional Coordination One opt
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8 What’s the Size of the Challeng
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Figure 8.5: Mainlines Trend 0.600 N
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Figure 8.11: Total Annual Per Capit
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9 How do we meet the Challenge This
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Box 9.3: Can private sector involve
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Box 9.6: How can the public sector
Page 84 and 85: The proportion of mainline access a
Page 86 and 87: Box A.2: Introducing Telecommunicat
Page 88 and 89: Universal Access Universal access r
Page 90 and 91: good example of this. The Kiwi Shar
Page 92 and 93: Figure A.7: Reported Faults per 100
Page 94 and 95: Table A.1: Institutional Indicators
Page 96 and 97: and there have been calls to recons
Page 98 and 99: A.2 Electricity Sector Analysis A s
Page 100 and 101: Figure A.10: Average Electricity Ta
Page 102 and 103: Figure A.11: Economies of Scale in
Page 104 and 105: interest rate relief on a US$9m loa
Page 106 and 107: As Figure A.14 shows, Vanuatu perfo
Page 108 and 109: Table A.3: Industry Structure and G
Page 110 and 111: Regional Cooperation in Electricity
Page 112 and 113: A.3 Water and Sanitation Sector Ana
Page 114 and 115: Figure A.17: Availability of Water
Page 116 and 117: Figure A.20: Staff per 1000 Connect
Page 118 and 119: including full operating expenses a
Page 120 and 121: Corporatization is often employed t
Page 122 and 123: operating costs, collections levels
Page 124 and 125: Figure A.25: Road Network Density v
Page 126 and 127: Federated States of Micronesia at b
Page 128 and 129: In Samoa: Samoa’s Public Works De
Page 130 and 131: Many Pacific countries already outs
Page 132 and 133: 4. Domestic and Pacific Island serv
Page 136 and 137: system reduces cargo handling effic
Page 138 and 139: Economies of Scale Port operations
Page 140 and 141: The landlord model is the most comm
Page 142 and 143: Fiji 84 Ports The Maritime and Port
Page 144 and 145: Apia Port has become one of the bes
Page 146 and 147: Kiribati 90 Ports The Kiribati Port
Page 148 and 149: In Shipping: Services are considere
Page 150 and 151: Figure A.36: Total Passenger Throug
Page 152 and 153: Airline Services Figure A.38 illust
Page 154 and 155: establishment period. For the offic
Page 156 and 157: Vanuatu 101 Airports Vanuatu Limite
Page 158 and 159: Samoa 104 The Samoa Airport Authori
Page 160 and 161: Institutional Arrangements in Aviat
Page 162 and 163: Summary of Aviation Analysis The Pa
Page 164 and 165: Fiji Kiribati Marshall Islands Micr
Page 166 and 167: Barbados Dominica Grenada Jamaica M
Page 168 and 169: Samoa Solomon Islands Timor-Leste T
Page 174 and 175: Samoa Solomon Islands Timor-Leste T
Page 180 and 181: “A-Z World Airports Online” www
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