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

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Economies of Scale Port operations such as cargo handling services have been shown to have increasing returns to scale 80 . Figure A.34 which plots data for a selection of (anonymous) Latin American ports demonstrates that economies of scale do exist. The chart shows the number of TEUs processed per hour increases in direct proportion to the total number of TEUs processed per year. More specifically: larger vessels have lower costs per container than smaller vessels. Large vessels also require bigger ports and equipment. Larger ports also employ bigger cranes and other equipment which have greater throughput. They are able to make more intensive use of the port assets and can also achieve economies of scale in the management of port operations. The main commercial ports in the Pacific are significantly smaller than most of the comparators and have had limited access to funding for upgrades equipment and maintenance. Most port infrastructure in the region has been funded by donor grants 81 . The low volume of traffic at some of the smaller Pacific ports means that any investment in port infrastructure produces a relatively low rate of return. The low rate of return is a deterrent to investment. Kiribati provides one example of this where economic analysis of a development plan to construct a new wharf allowing alongside berthing of 90% of the ships calling, was shown to provide a low rate of return because of the small cargo volumes compared with the large capital investment required to bring the facilities up to an international standard 82 . Figure A.34: Central American Ports, Throughput and Movements 1999 Source: Hoffman (2001) Grafico 4 in Caribbean Infrastructure Review, Castalia 2004 80 “Caribbean Infrastructure Review”, Ports and Maritime Services Section, Castalia, June 2004 81 Pacific Regional Transport Study, AusAid, 2004 82 “Review of Maritime Transport 2000”, Chapter V Port Development, United Nations, 2000 130
A.3.6 Institutional Analysis Figure A.35 illustrates the institutional arrangements in Pacific and comparator ports. Many ports in developing countries are managed under the ‘Public Service Port’ model. Figure A.35: Institutional Arrangements in Pacific and Comparator Ports Public Service Port Public Betio, Kiribati Dili, Timor-Leste Port Vila, Vanuatu Castries, St Lucia St Georges, Grenada Public Landlord Port INFRASTRUCTURE Private Service Port Private Suva, Fiji Apia, Samoa Pohnpei Port, FSM Nuku-alofa, Tonga Port Moresby, PNG SUPERSTRUCTURE Tauranga, New Zealand Lae Port, PNG Kingston, Jamaica Bridgetown, Barbados Port Louis, Mauritius Source: Various, Castalia Research PNG: Papua New Guinea, FSM: Federated States of Micronesia Private Under the Public Service model, the Government Port Authority owns, maintains and operates all assets, and all cargo handling is carried out by Port Authority employed labor. This arrangement often leads to inefficiency due to a lack of internal competition and a lack of user or market orientation. This structure also leaves the port vulnerable to political influence due to its dependence on the government budget. 83 Alternative models include the Landlord Model and the Private Service Port Model. Under the landlord model, the Port Authority acts as a landlord, regulating port operations carried out by private operators. Under this model, infrastructure is often leased to private operators who also provide and maintain their own superstructure. Port labor is employed by the private terminal operators. Under the private service port model, port land is privately owned and infrastructure, superstructure and labor are privately owned and operated. Some of these ports are selfregulating. 83 World Bank Ports Toolkit, Module 3 131
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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
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The proportion of mainline access a
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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 134 and 135: Figure A.31: TEU Throughput Levels
Page 136 and 137: system reduces cargo handling effic
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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