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

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Apia Port has become one of the best performing ports in the Pacific and aims to develop itself as a ‘mini-transshipment hub’ for the region. It currently handles around 1500 containers in transshipment traffic per annum. Shipping The Samoa Shipping Corporation Limited is responsible for inter-island shipping services. It is a government owned corporation. It has four vessels, of which two were funded by the Japan International Cooperation Agency through aid to Treasury, and leased to the Shipping Corporation. Aside from a commercial operator which provides a ferry service, the Samoa Shipping Corporation has no competition for services. This is partly due to small scale. Nevertheless, services are adequate. Box A.9: Mauritius Port Mauritius is a small island nation, similar to many Pacific countries. Its port previously had a purely local role, but with reform and a goal to increase “non-captive” traffic, has grown sharply. Mauritius expanded its port at Port Louis through a 1989 development plan. In 1996 – 2001 it undertook a project to restructure the port, in conjunction with the World Bank. This restricted the role of the Mauritius Port Authority to a landlord port, owning land, buildings, superstructure and quay cranes, and working through competitive concession contracts. The major concessionaire is the Cargo Handling Corporation Ltd, still a publicly owned body, although the port authority is no longer a shareholder. A private shareholding is possible in future. The CHC has substantially improved efficiency and costs, with fewer staff, new working hours, labor flexibility and productivity. Crane productivity has been up to 19 moves per hour, which is a reasonably good figure internationally, although it is currently less through congestion. There has been significant growth in traffic through the port. It handled 5m tons in 2002-03, up 11% on the previous year. Containers, 38% of the traffic, were up 50% on the previous year. Transshipment traffic grew even faster, by 625%, up from 10,174 TEU to 73,389 in a year. In 2001 it was only 3,874 TEU. This growth is continuing: by the end of December 2003, the transshipment traffic was 102,282 TEU. About half of all container throughputs are now transshipment traffic. Container traffic, in terms of total TEU handled, is 246,699, but total throughput is 318,553 (counting both in and out legs of transshipment legs). In 1992, before the productivity improvements, and before the development of transshipment, only 80,000 TEU were handled. This growth is such that it is outstripping the capacity of the expansion plan. Vessel waiting time has increased to 24 hours. A new plan is being developed. Two new container cranes are being acquired, but by lease rather than purchase, in explicit recognition of the volatility and risk involved in the transshipment business. Improving port productivity has borne fruit: three major shipping lines are now using Port Louis as a transshipment hub – Maersk – Sealand; Mediterranean Shipping Co; and P&O Nedlloyd/Mitsui. Transshipment trade attracts a significant discount on port charges. Some transshipment is for regional ports (e.g. on Madagascar and Reunion), but it is also between intersecting trade lanes: between Africa – Mediterranean – Europe services, and services to Australia and New Zealand, and between Asia, South Africa, and South America. Mauritius has seen the potential in its location and built an export product around it. Source: Castalia 136
Vanuatu 88 Ports The Department of Ports and Harbors is responsible for management and operation of the Port Vila and Santo Ports. It is also responsible for shipping and ports administration. Legislation, control of shipping, safety inspections and surveys are the responsibility of the Vanuatu Maritime Authority which was established in 1999. This was a major departure from traditional government policy, and has resulted in improved regulation and safety 89 . The Vanuatu Infrastructure Masterplan (2002) notes that the Department of Ports and Harbors is understaffed and in need of strengthening, but that it is unlikely “that any strengthening of the current institution will take place” due to a lack of Government and donor funds. BoxA.10: Vanuatu Maritime Services: Private Sector Involvement and Accountability in Shipping Vanuatu Maritime Services is a profit-making venture with headquarters in Port Vila but operating from a New York branch under contract to the Vanuatu Maritime Authority, which administers the licensing of vessels to carry the Vanuatu flag. The reason that owners find the Vanuatu flag desirable is because the country is known for its safety standards and ships over 20 years old do not get registered. Because of this, Vanuatu flagged vessels are less likely to be detained for inspection in foreign ports. This arrangement has been lucrative for both Vanuatu and the private company. The annual income earned by Vanuatu since operations began, and passed over in monthly installments by Vanuatu Maritime Services, has increased from around $US450,000 to $720,000 per annum. This success has not occurred without controversy. The dearth of roles for Ni-Vanuatu in the company and concerns about the division of profits has resulted in political debate. In 2002, the Auditor General tracked the monies received by Vanuatu Maritime Services and paid to the Vanuatu Maritime Authority and prepared a report which confirmed that all monies remitted by Vanuatu Maritime Services have been received by the Maritime Participation and Investigation Fund (MPIF), but that some of the monies spent by the MPIF may not have been disbursed in accordance with Maritime Regulation. The report concluded that there was a high level of control of banking, collection and revenue recording within the private company, but that there is less clarity as to how these funds are disbursed by the authorities within Vanuatu. For example, by law MPIF is required to spend a proportion of monies received from Vanuatu Maritime Services on supporting the training of Ni-Vanuatu through helping to fund the Vanuatu Maritime College in Santo and it is unclear as to whether or not this requirement is consistently met. This highlights the importance of transparency and accountability in the application of monies received by these institutions in order to safeguard the intended benefits for all. Source: “Vanuatu International Shipping Registry: High Water Mark” Port Vila Presse, 15 th December 2003, “Auditor General clears Vanuatu Maritime Services” Port Vila Presse, 7 th July 2003 and Castalia Research 88 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 89 “Regulation and maritime safety has improved with the establishment of the Vanuatu Maritime Authority” pp266 “Vanuatu: Economic Performance and Challenges Ahead” ADB Pacific Studies Series, 2002 137
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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
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Universal Access Universal access r
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good example of this. The Kiwi Shar
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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 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 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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