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

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