Đổi mới tổ chức quản lý cảng biển việt nam theo hướng mô hình chính quyền cảng tự chủ tt tiếng anh

VIETNAM ACADEMY OF SOCIAL SCIENCES
GRADUATE ACADEMY OF SOCIAL SCIENCES

TRAN HOANG HAI

INNOVATION MANAGEMENT ORGANIZATION
IN THE DIRECTION OF VIETNAM’S SEAPORT
PATTERNS AUTONOMOUS PORT AUTHORITY

Major: Economic management
Code: 9340410

SUMMARY OF PH.D. THESIS

Hanoi - 2019


The dissertation was accomplished at
Graduate Academy of Social Sciences

Supervisors: Dr. Tran Kim Hao
Dr. To Dinh Thai

Reviewer 1: Prof. Dr. Dang Dinh Dao
Reviewer 2: Assoc. Prof. Dr. Ngo Tuan Nghia
Reviewer 3: Assoc. Prof. Dr. Phi Manh Hong

The dissertation will be defended at the Thesis Committee
of Graduate Academy of Social Sciences
held in……………………….

Available at:
- National Library of Vietnam
- Library of Graduate Academy of Social


PREAMBLE
1. The urgency of the topic
In the world, sea transport is considered as one of the most
preeminent means of transportation due to its low cost and high ability to
spread the regional economy. Sea transport activities with a central role is
the operation of the seaport system, always the concern of specialized
managers. The efficiency of shipping activities depends not only on the
growth of the fleet, but also on the organizational structure of the port
system. Without proper investment and proper port system operation, the
advantages of sea transport will not be promoted.
For a maritime country like Vietnam, when the mechanism of centralized
bureaucratic central planning was abolished, it shifted to a socialist-oriented
market economy, and when our Party and State were and are gradually
taking steps. building an open economy, international integration, the field
of shipping is increasingly concerned by the state: the number of seaports
has been increased and invested more; The planning is expanded from north
to south; Seaports increasingly play an important transport link in our
country's integration with the global economy.
However, port management currently faces many challenges. The
old-style management model does not keep up with the requirements of
development both in width (scale, port scope) and depth (complexity,
technology, technology, production organization ... ) the performance is
limited and many of the available and potential resources have not been
used effectively. The reality of Vietnam's port operation and investment is
facing a big question - that is to determine which management method and

model is suitable for the seaport to achieve its efficiency commensurate
with its potential and contribute to the successful implementation of "Sea
Strategy"?
To overcome weaknesses and limitations in the way of managing
and coordinating seaport activities, towards coordinating effectively and
synchronously seaport infrastructure projects and infrastructure networks
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connected with Seaports, it is very necessary to research to find an optimal
management model of seaports and suitable for the conditions of Vietnam
... Therefore, the topic " Innovation management organization in the
direction of Vietnam’s seaport patterns autonomous port authority

"for this

doctoral thesis is very necessary and meaningful in both theory and
practice.
2. The purpose and task of the thesis research
2.1 The purpose of the thesis research
The thesis identifies the purpose of the research to clarify the
theoretical and practical basis for port management and current status of
Vietnam's seaport management, based on which proposed a number of
solutions to renovate management organization. port management.
Research hypotheses
The current seaport system of Vietnam is still inefficient and does
not meet the requirements of integration. One of the basic causes is that port
management has many shortcomings, so it is necessary to renovate port
management. On the other hand, the model of autonomous port authority is
an effective model being used by many countries around the world. The

thesis hypothesizes that it is possible to renovate the port management
organization in the direction of the model of autonomous port authority to
improve the efficiency of seaport exploitation.
2.2 Research tasks of the thesis
Based on the overview of research results related to the research
scope of the topic, the author identifies the research tasks in this thesis as:
- Clarifying theoretical and practical bases for port management
and port organization management;
- Managing seaports of countries around the world; International
experience lessons for port management in Vietnam.
- Assessing the efficiency of Vietnam's port management activities
over the past time: clarifying the limitations in port management, thereby
proposing the renewal of the management of Vietnam's seaport.
2


Research question
- Firstly, the theory and practice of port management, port
management model and port management organization has developed like?
- Second, which port management model is being applied in
countries in the world effectively? What experience does Vietnam learn
from these port management models?
- Thirdly, how is the management model of seaports in Vietnam
currently constraining the development of seaport system?
- Fourthly, how does Vietnam need to renovate its port
management organization to improve the performance of its seaport
system?
3. Subject and scope of the thesis research
3.1 Object of the thesis
The object of the thesis is Vietnamese port management with two aspects:

state management for seaports and port operation management.
3.2 Scope of the thesis research
* Range of content
The scope of research on Vietnam's port management in this thesis is
limited to two aspects: state management and port operation management.
Regarding the content of state management, the thesis focuses on
researching: seaport ownership, port management model and port
management organization.
* Space range
The dissertation studied the management of seaports in the territory of
Vietnam in which the typical sample was Hai Phong seaport system
(collectively referred to as Hai Phong seaport). The largest port system in
the North has the best productivity and planning of infrastructure in the
country.
* Time range
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The study was carried out with information and recommendations
consistent with the data for the period 2005 - 2018 with a vision to 2030 as
well as the conditions of the applicable Maritime Code 2015.
4. The methodology and research methods of the thesis
4.1 Methodology of the thesis
The thesis applies dialectical dialectical methodology. That is, the
dissertation research on port management in Vietnam does not exist
independently, it has a dialectical relationship with the state management of
non-business units and administrative organizations. Ministry, local level ...
The port management itself and the port management organization are not
immutable, it is built, formed and developed for a certain period, period
with defined socio-economic conditions.

4.2 Research methodology of the thesis
In the thesis, the author uses qualitative research methods based on
primary and secondary data sources. Specific include:
- Methods of summarizing and analyzing primary data: During the
research, primary data was collected through in-depth interview techniques
as well as questionnaire surveys. The area where primary data collection is
carried out is Hai Phong - the largest port system in the North. Two
questionnaires were prepared and used (See Annex 1 and Appendix 3), with
a number of questionnaires of 200. Respondents were seaport enterprises,
logistic transport enterprises, and firms. ship .... is the basis for signing an
analysis of the current situation of the management of Vietnam's seaport
and at the same time clarifying the purpose and meaning of the renovation
of Vietnam's seaport management organization in the direction of building
an autonomous port government. (Chapter 3)
- Methods of synthesis and analysis of secondary data: Based on the
collection of theoretical data collected on seaports and port management, on
the management model of the World Bank's seaport, on management
theory. based on the model of port authority ... in domestic and foreign
researches, by synthesizing and analyzing the Overview of the research
situation and Chapter 2 of the theoretical basis of the thesis. created.
4


- Comparative method: This method has been used in thesis research,
such as Discover the conception of seaport by tradition and present;
compare the basic differences of Vietnam's port management model with
those in some countries in the world. This method is applied to repeated
lessons learned from international experiences in Chapter 2.
5. New contributions to the science of the thesis
The thesis has the following main contributions:

- The dissertation contributes to clarify the theoretical basis for port
management, port organization organization and model of autonomous port
government and port management experience in some countries in the
world.
- The thesis clearly analyzes the status of management of Vietnamese
seaports, organization of Vietnamese seaports; detect and analyze the
limitations and shortcomings in port management in our country today.
- The dissertation proposes solutions to renovate the port management
organization in the direction of building an autonomous port government in
Vietnam conditions.
6. Theoretical and practical meanings of the thesis
Clarify the ability to apply common theoretical basis for port
management and port organization organization according to some world
practices and models and conditions in Vietnam.
The recommendations for Vietnam are drawn from the research and
analysis of the issues of general theoretical basis in port management and
organization, as well as on the basis of research and analysis of the current
situation. Now in the management and organization of Vietnam's seaport
management has brought the thesis a practical meaning.
7. The structure of the thesis
Topics outside the Introduction and Conclusion include 4 chapters:
Chapter 1. Overview of research situation related to the thesis
Chapter 2. Theoretical and practical basis for port management
Chapter 3. Situation of port management in Vietnam
Chapter 4. Proposals and solutions for renovating the management of
Vietnamese seaports under the model of autonomous port authority
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Chapter 1

OVERVIEW OF RELATED RESEARCH SITUATION
COME TO THE THESIS
1.1. Research situation abroad
Within the overview of the research situation in foreign countries,
the thesis presents approaches to the research content according to the
following groups of issues:
- Studies on seaports and the role of seaports
- Studies of seaport ownership
- Studies on seaport management, port management model and port
organization organization
- The study of port government organization
- Researching some specific cases of port management in the world
* Some key characteristics drawn from the literature review abroad:
- Firstly, the view of seaports has changed significantly, the port is
considered as an important link in the international "logistics supply chain".
Therefore, port management needs to be adjusted to suit the new
perspective. Port management is not only limited to the port area, but also
the "port cluster" (the port area includes the port logistics system).
- Second, the diversification of seaport ownership along with the
shift of public ownership to private ownership is promoting positive aspects
that help improve port performance. This shift is gradually becoming a
general trend and starting out, the most common in developed countries.
Meanwhile, developing countries tend to shift their ownership, the power of
private investment is increasingly evident. Reform of port management is
an inevitable trend.
- Thirdly, the position and role of port authorities including the port
authority change during port reform; port authority unifies and performs
two management functions: state management and port operation
management. The world trend shows that the port authority model has
shifted from public ownership to port privatization. Port governments are

given more autonomy, being responsible for port profits and performance.

6


- Fourthly, there exist differences in the establishment of port
management organizations in other countries and the model of port
authorities is not rigid and imposing. It can be changed powers and
functions to suit the ownership regime, legal institutions of each country,
each region and each region.
1.2 The situation of domestic research
The thesis presents the approaches of research content according to
the following groups of issues:
- Studies related to State management for public non-business units
- Studies related to Vietnam's port management
- Researches on agencies / organizations managing Vietnam's ports
* Some key characteristics drawn from the literature review review
in the country:
- Firstly, Vietnam is in the process of renovation, gradually testing
economic management models to find the optimal model. The government
is also boldly decentralizing, empowering and responsible for
administrative units and private organizations. Many studies suggest that it
is necessary to separate the ownership function and the state management
function for SOEs.
- Second, the research results show the ineffectiveness in Vietnam's
port management, and this has significantly affected the port operation
efficiency. The solution is to renovate the port management model to
overcome limitations and meet the requirements of integration.
- Thirdly, studies show that to improve the performance of seaports,
the state needs to change its management mechanism by expanding the

participation of the private sector. The presence of private sector in the port
industry will solve the problem of investment in the construction of port
infrastructure and logistics areas behind the port.
1.3 Identify research gaps
The research gap in the thesis is: Difficulties and barriers in port
management are hindering exploitation efficiency and international
competitiveness of Vietnamese ports. Proposing solutions to renovate

7


seaport management organization to improve the efficiency of Vietnamese
seaports.
Chapter 2
THEORETICAL AND PRACTICAL BASIS ON PORT
MANAGEMENT
2.1 General issues about seaports
2.1.1 Definition of a seaport
“A seaport is a complex economic, technical and technological
area, including infrastructure, suitable technical equipment and technology
in the port land and the port waters, providing the entire supply. related
services (including business and public services) to ensure efficiency with
the function of an integral part of the entire transport chain, and is
developed into a hub. service industry and logistics, playing an important
role in the value chain of industrial products in general and the value chain
of logistics transport in particular within a country, a region or globally. ”
2.1.2 Classification of seaports
- Classify seaports by type of goods
- Classification of seaports by ownership
- Classification by service object

- Classify seaports according to other criteria
2.1.3 Functions and role of seaports
2.1.3.1. Function of seaport
FUNCTION OF THE
PORT

TRANSPORT
FUNCTION

INDUSTRIAL
DEVELOPMENT
FUNCTION

TRADE DEVELOPMENT
FUNCTION

FUNCTIONAL SUPPLY
OF SHIP SUPPORT
SERVICES

FUNCTION OF
CREATING SPACE

2.1.3.2. Port role
- Seaports are built to meet the import and export needs of the
attractive region. Therefore, people used to carry out research on seaport
development planning according to pre-established economic development
plans.
8

Establishments and factories producing goods in the rear

Demand for import and export of goods by sea

Demand and scale of seaport development
- As a driving force, the previous port has promoted the birth and
development of the city and the economy of the attractive region. And after
the city or industrial zones were developed, the economic development
there required the continued development of the port..
Economic development in attractive regions (forming concentrated
economic and industrial zones in the rear)

Demand and scale of development of seaports according to goods
transport demand

Seaport construction
2.2 Port management
2.2.1 Port management concept and factors affecting port
management
2.2.1.1 Port management concept
Port management can understand, on the one hand, the management
activities of state agencies for seaports, on the other hand, is the operation
and operation of seaports. The subject of these two management functions
is different. The subjects of state management over seaports are central and
local state agencies responsible for mechanisms, policies, and regulations.
Port operator is the apparatus of the owner of production means available at
9

the port or an authorized party. Although the functions and management
tasks of the two management entities mentioned above for the ports may be
different, they should generally aim to achieve the same goal of promoting
the economic development of the port enterprises and promoting the
economy of the zone. port area.
2.2.1.2 Factors affecting port management
- Socio-economic institutions of the country (for example, market
economy, open economy, or centralized bureaucratic centralized economy
...);
- History of national development (Example: colonial structure ...);
- Geographic location of the seaport (Example: located in a densely
populated urban area, in an isolated area ...);
- Particularly handled goods (Example: liquid cargo, bulk cargo,
general cargo, container cargo ...) ...
These four groups of factors, together with each other, determine
the port planning, management and operation policy.
2.2.2 Contents of port management
2.2.2.1 State management of seaports
Port state management functions and tasks include at least the
following activities:
+ Promulgating legal documents on port management
+ Planning for seaport development
+ Investment in construction and development of seaports
+ Issuing and organizing the collection of charges and fees at
seaports
+ Regarding the management of administrative procedures and the
dispatch of ships in and out of ports
+ Inspection and assurance of maritime security and safety,
handling of administrative violations within seaports
2.2.2.2 Port operation management

Port operations can follow a separate port management model, but
all include the following basic activities:

10


+ Loading, unloading, transporting, storing and receiving
passengers;
+ Managing and exploiting logistics land behind ports and auxiliary
industrial parks;
+ Providing ancillary services at the port: Pilotage, towage,
shipping agency, supply of materials, repair;
+ Investing in, leasing infrastructure of wharves, logistics;
+ Checking and supervising exploitation activities of operators at
seaports and making plans for construction and development of
infrastructure of bridges and seaports in each period..
2.2.3 Port management model
2.2.3.1 Baird's port management model
Baird's port management model
Subject functions
Paradigm
Port management
Port owner
Port operator
seaport
entity
Public port
Public
Public
Public

Public/private
Public
Public
Private
port
Private /
Private
Private
Public
Public port
Private port
Private
Private
Private
(Baird 2000)
2.2.3.2. Port management model of WorldBank
WorldBank has identified 4 port management models applied in many
countries. These four management models are:
+ Public service port model (Public Service Port)
+ Tool port model (Tool Port):
+ Port owner model (Landlord Port)
+ Private port model (Private Service Port)
2.2.4 Factors affecting and evaluating the effectiveness of port
management
2.2.4.1 Factors affecting port management performance
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Baltaza & Brooks (2006) formulate a "Matching Framework" theory that
identifies factors that affect the performance of port management. The

theory states that port management whether at the government level (state
management) or at the enterprise level (business administration port
enterprises) need to identify a framework of three basic factors, these are:
the environment; Strategy and Structure. These three factors have a close
relationship "together" to decide the performance of port management.
2.2.4.2 Criteria for evaluating the efficiency of port planning
management
a) Minimize costs:
+ Minimizing user payments at the port, including the time costs of ships at
the port;
+ Minimize labor in transportation;
+ Minimize port costs.
b) Maximize benefits:
+ Maximizing profitability for owners of ports;
+ Maximize socio-economic benefits for localities, regions or countries.
2.2.5 Some theoretical approaches to port management
2.2.5.1 Balanced Scorecard
2.2.5.2 Michael Porter's "clusters" theory
2.2.5.3 Diamond model (Diamon Model)
2.3 Organization of seaport management
2.3.1 Definition of port management organization
Within the scope of the thesis, the author uses the phrase
"organizing port management" in the second understanding, ie studying the
activities of the units (agencies) managing ports.
2.3.2 Classification of port management organizations
Depending on the scope and authority, there are many different
types of organizations (agencies) in charge of port management:
- The port management organization is an agency of the central
government such as the Government, related ministries (Ministry of
Transport, Ministry of Natural Resources and Environment, Ministry of

Construction ...);
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- The port management organization is an agency of the local
government such as the People's Committee of the province or city; related
departments and branches ...
- Port management organization established under separate laws:
such as Port Authority (PA); Port Management Body (PMB);
- Port management organization is a private organization that is
governed by the laws of that country (For private owned and managed
ports)
2.3.3 Organizing the port authority
2.3.3.1 Definition "Port government"
"Port Authority" is understood as an organization operating in the
port industry authorized by the State to perform a number of functions /
duties belonging to the state management of seaports (as decentralized) and
the management function. port operation business. Port authorities have
different structures and operating mechanisms between countries due to
their natural, economic, political and social characteristics.
2.3.3.2 Classification of port authorities
a. Classified by ownership:
By ownership there are the following types of port authorities:
+ Central port authorities
+ Local / municipal port authority
+ Private port authorities
b. Classification by autonomy:
Under the autonomy there are the following types of port authorities:
+ Public administration port government (completely dependent on the state
budget)

+ Port authority is partially autonomous (mixed ownership
+ Port authority has full autonomy
2.3.3.3 Structure, functions and roles of port authorities
a. Structure of port authority organization
The port government organizational structure usually includes the following
components:
- Board of Directors, Chairman of the Board of Directors
13


- Board of Directors, Executive Director.
- Management
- Departments and functional boards
b. Function of port authority
The port authorities are currently defined to perform two functional groups:
port state management function and port operation management function.
c. The role of the port authority
- In terms of geography, space, port authority plays a unified role in
managing ports in the region, avoiding spontaneous, fragmented and
asynchronous development.
- Regarding the scope of seaport industry, port authority unifies the
management of multi-sector seaport area, multimodal transport.
- In terms of mobilizing port development resources, port authorities can
mobilize capital from the private sector for the process of investing and
exploiting seaports, port authorities maximize the mobilization of social
capital, reducing burden for the state budget.
- Regarding port operation management, port authorities have the role of
regulating and distributing the volume of goods between ports, limiting
cases of overloading or excess capacity causing waste.
2.3.3.4 Port authority follows an autonomy mechanism

Autonomous port authorities have the following characteristics:
- Autonomy in performing tasks and organizing the apparatus and personnel
- Financial autonomy
- Right to mobilize investment capital through public-private partnership
(PPP)
- Private forms involved in the process
2.4 Managing seaports in some countries in the world and
lessons for Vietnam
2.4.1 Port management in the Netherlands
2.4.2 Port management in Italy
14


2.4.3 Port management in Singapore
2.4.4 Port management in Thailand
2.4.5. Lessons learned for Vietnam
2.4.5.1 General comment on organizational structure of port
authorities
Countries around the world mostly use the model of autonomous
port authorities to perform two functions of state management and port
operation management. However, there are differences between the port
authorities under the management of the central government or the local
authorities (Dutch port authorities, Italy are largely managed by local
authorities, while port authorities in Thailand and Singapore have greater
central government control) [Appendix 10]. The model of port management
organization under the central or local government has the advantage of
quick access to macro policy and direction from the government (central or
local). However, it has the disadvantage of not having the autonomy and
initiative, flexibility in management and investment in construction and
development of seaports. Organizational structure The port government is

established according to specific regulations of the competent authority,
with the advantage of being specialized in the field of construction
investment, port leasing, and taking initiative in construction. building and
developing seaports, taking advantage of capital and capabilities of both
public and private sectors.
2.4.5.2. Lessons learned for Vietnam
- Firstly, the issue of improving seaport operation capacity stems
from the ownership and management reform that countries around the
world have implemented. Experience of most countries with developed
seaport industry (Netherlands, Italy, Singapore ...) is to build a model of
port management organization that has the function of exploiting the port
and partly managing the port. state management of ports (planning function,
financial autonomy ...). Port owner model is a model applied by many
countries with developed seaport systems and is implemented through the
role of semi-governmental organizations such as port authority (PA) or port
authority (PMB). ). Port authorities play an important role in the
15


development of post-port logistics, development of multimodal transport,
mobilization of private resources for port infrastructure development,
construction investment, leasing infrastructure of bridges, seaports, logistic
areas and auxiliary industrial zones; inspect and supervise activities of
operators at seaports; planning to build infrastructure development of
bridges and ports in each stage.
- Secondly, in order to solve capital constraints when financial
autonomy, port authorities can take advantage of public-private partnership
(PPP), in order to mobilize resources from the private side (own
experience). Italian port authority). Such resources can serve directly in the
construction of port infrastructure and port logistics chain.

- Thirdly, in port operation management, it is necessary to focus on
investing and applying modern information technology (experience of
Singapore). That means reducing the time and cost of handling goods for
port operators, increasing the ability to attract international customers,
increasing the competitiveness of seaports in the region and in the world.
- Fourthly, from the experience of the Port Authority of Thailand,
the Port Authority plays a role of coordinating cargoes (especially
containers) between large ports to avoid overloading or under-loading of
ports. When the port authority performs the role of regulating the volume of
cargo between ports and ports in the port area, it will overcome unhealthy
competition and market devastation, especially wastefulness and excess
capacity. capacity of the ports.
Chapter 3
CURRENT SITUATION OF VIETNAM PORT MANAGEMENT
3.1 General overview of Vietnam's seaport system
3.1.1 Regarding the planning of Vietnamese seaport groups
Currently, Vietnam has 49 seaports and 251 ports with approximately 88
km of wharf length and is planned into 6 groups:
Group 1: Northern ports (From Quang Ninh to Ninh Binh)
Group 2: North Central Vietnam seaports (from Thanh Hoa to Ha Tinh)
Group 3: Trung Trung Bo seaport (from Quang Binh to Quang Ngai)
16


Group 4: Nam Trung Bo seaport (from Binh Dinh to Binh Thuan)
Group 5: Southeast ports (including Con Dao and on Soai Rap river in Long
An, Tien Giang)
Group 6: Sea ports in the Mekong Delta (Phu Quoc and the southwest
islands)
3.1.2 Regarding the operation status of Vietnam's seaport system

3.1.2.1 About seaport system
At present, there are 49 seaports nationwide (including 17 seaports
of categories I and IA; 23 seaports of class II, 9 of offshore oil and gas ports
of type III). The total number of ports is 251 ports with 88 km long
wharves, total design capacity of about 543.7 million tons / year.
3.1.2.2 Regarding navigation channel
Currently, there are 42 routes of public maritime routes into the
national port with a total length of 935.9 km and 10 channels of specialized
ports. Important flows include: Hon Gai, Hai Phong, Nghi Son, Da Nang,
Quy Nhon, Saigon - Vung Tau, Cai Mep - Thi Vai and Hau river flows
through Dinh An estuary. The longest channel is Dinh An channel.
- Can Tho with about 130.6 km, the shortest channel 0.65 km long is the
channel to Sa Dec Port in Dong Thap Province (calculated from the
confluence of Tien River). The channel for large tonnage vessels to enter
the Hau River (via Off channel) with a total length of 46.5 km is being
urgently completed and put into operation to accommodate 10,000 DWT
full-load ships and 20,000 DWT vessels to reduce the load on duty.
receiving ports in the Mekong Delta region.
3.1.2.3. The ability to receive ships
+ Many general and container ports of seaports: Quang Ninh; Hai Phong;
Nghi Son - Thanh Hoa; Crappy; Danang; Dung Quat - Quang Ngai; Quy
Nhon; Ho Chi Minh City is capable of receiving 30,000DWT vessels and
up to 85,000 DWT offloading.
+ For Formosa's special-use port of Formosa, capable of receiving bulk
ships of up to 200,000 DWT; Vinh Tan thermal power station is designed
for 150,000 DWT ships.

17

+ Currently, Hai Phong seaport is investing in building an international
gateway port in Lach Huyen, putting into operation two launch terminals
with a length of 750 m, receiving ships of up to 100,000 DWT;
+ Cai Mep area to receive vessels of 80,000-100,000 DWT (actually CMIT
wharf has successfully received a ship of 198,000 DWT).
3.2 Current situation of management of Vietnamese seaports
3.2.1 Actual state management of Vietnamese seaports
3.2.1.1 Promulgating legal documents on management of
Vietnamese seaports
3.2.1.2 Planning, investment and development of seaports
3.2.1.3 Promulgating and organizing the collection of charges and
fees at seaports
3.2.1.4 Administration of administrative procedures and the
movement of ships in, out and operating at ports
3.2.1.5 On the inspection and examination of maritime security and
safety, handling of administrative violations within seaports
3.2.2 Current situation of management and operation of
Vietnamese seaports
3.2.2.1 Management model of Vietnam's seaport operation
3.2.2.2 Vietnamese seaport operation management
a. Regarding the operation of wharves, loading and unloading
goods, transporting goods, picking up passengers
b. Managing and exploiting logistics land behind ports and
auxiliary industrial parks
c. Management of ancillary services at the port: Pilotage, towage,
shipping agency, supply of materials, ship repair ...
3.2.3 Case study of Hai Phong port management
3.2.3.1 On management of Hai Phong seaport planning
3.2.3.2 Structure of Hai Phong port management and operation
department

3.2.4.3 Results of qualitative research of Hai Phong port
management
* Regarding state management of seaports:
18


- Current port development orientation and strategy is quite
appropriate, however, within the next 5 years, it is necessary to renovate the
strategy to suit the requirements of the reality.
- Inappropriate legal documents and regulations on port
management need to be adjusted soon to be suitable to avoid overlapping
current situation. Innovating the inspection, examination and supervision of
seaports is a necessary job.
- It is necessary to re-plan the current seaport infrastructure, support
the ground for production and business for the seaport, especially the
logistics area after the port. It is necessary to support the promotion, market
expansion, consumption of products and services for the seaport as well as
the enhancement of technological capacity and technical qualifications for
the seaport.
- Renovating the organization and operation of the state
management apparatus for seaport enterprises. It is necessary to pilot pilot
port authority model suitable to the actual conditions of Vietnam.
* Regarding the operation of seaports.
- The basic port services meet the needs of customers. However, it
is necessary to diversify types of port services. In the process of trading and
exploiting seaport services, attention should be paid to the quality and speed
of cargo handling (loading and unloading, warehousing, storage and
preservation services ...).
3.3 General assessment of Vietnam's port management
3.3.1 State management of Vietnam's seaport

3.3.1.1 Strengths in port state management
3.3.1.2 Restrictions and causes in the state management of seaports
3.3.2 Management of Vietnam's seaport operation
3.3.2.1 Strengths in port operation management
Port operators are now operating independently and proactively in
the process of loading and unloading, warehousing, transshipment ... This
initiative will help the company become independent. plan, determine the
turnover and profit according to the target of enterprise development.
3.3.2.2 Limitations and causes of limitations in exploitation
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- Enterprises that actively exploit will compete with each other, in
some cases an unhealthy competition will arise.
- Due to the absence of a joint operating unit, there will be
inconsistencies in the operation of ports: for example, the canal
maintenance and dredging plan, the road traffic system of in the rear area,
port infrastructure construction projects.
Chapter 4
PROPOSALS AND SOLUTIONS FOR RENEWING THE
MANAGEMENT OF VIETNAM SEAPORTS PORT BY THE
MODEL OF AUTHORITY PORT AUTHORITY
4.1 Forecast of international and domestic seaport development
trends and challenges for Vietnam seaport industry
4.1.1 Forecast of international seaport development trends
4.1.2 Forecast of domestic port development trends
4.1.3 Opportunities and challenges for Vietnam's seaport industry
4.1.3.1 Opportunities for Vietnam's seaport industry
4.1.3.2 Challenges for Vietnam's seaport industry
4.2 Viewpoints and directions for innovation in Vietnam's port

management
4.2.1 Viewpoints on innovation in management of Vietnamese
seaports
4.2.2 Orientations for innovation of management of Vietnamese
seaports
- Create a legal environment for ownership, organization and management
of seaports in the port industry space and internal port.
- Strategic orientation in the port industry:
- It is necessary to restructure the port management apparatus, apply a new
management model to suit the reality.
4.3 Proposing the model of organization and management of
Vietnamese seaports and solutions to renovate the organization and
management of Vietnam's ports in the direction of the model of
autonomous port authorities.

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4.3.1 Proposing a model for management and management of
Vietnam's seaport
4.3.1.1 Proposed grounds.
- Firstly, from the theoretical basis for building a port management
model (in chapter 1), countries around the world have applied 04 types of
port management model: "public service port" "Tool port", "Port owner Landlord port" and "Private port - Private port".
- Secondly, from the experience of many countries, the port owner Landlord port management model and port authority organization have
been applied and achieved many successful successes in promoting the port
industry. development.
- Thirdly, based on the results of assessing the situation of
shortcomings and shortcomings in the port management model (both legal
and practical), the state management as well as business organization Port

operation business achieved low efficiency, could not meet the market
demand as well as international economic integration on seaport activities
b. Proposing the renovation of port management model in Vietnam
From the above grounds, combined with the model suitable to Vietnam's
seaport in the coming time, the thesis proposes to apply the port
management model "Port owner".
Content of the model:
Firstly, the State owns all the land and seaport waters, infrastructure
and ports; investing in the construction of entire seaport infrastructure,
including port infrastructure and public infrastructure.
Secondly, the State leases bridges and wharves to private organizations for
exploitation; rent land in ports to build warehouses and yards; invest in all
equipment to provide service of loading and unloading goods,
transportation, warehousing and storage. Other support services provided
by both public and private.
Thirdly, the loading and unloading business has the right to actively
invest in the handling equipment (large-sized cranes) with the features and
capacity of exploitation suitable to the needs of customers to ensure
effective exploitation. , through long-term and stable contracts.
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Fourthly, private enterprises (having enough conditions for loading
and unloading business and with the consent of the port authority) are
allowed to actively sign contracts with goods owners and ship owners to
carry out the loading and unloading of goods. high productivity ... suitable
and to meet the needs of the market.
Fifthly, financially, port management and operation organizations
are free to decide on their own service charge rates and use funding sources
for expanded reproduction, investment in upgrading infrastructure and rear

quarters. Need behind the port.
c. Proposing the organization and management of seaports under
the model of Port Autonomy
+ Ensuring the construction and development of seaports in strict
compliance with the planning and strategic orientations;
+ Eliminate the situation of "subdivision", fragmentation, tearing of
planning in investment and construction of seaports;
+ Overcoming the situation of scattered investment, oversupply; thereby
maximizing the efficiency in the operation of seaports and land areas
behind the ports;
+ Mobilizing domestic and foreign private capital to invest in building port
infrastructure;
+ Promote the advantage and flexibility in management and operation of
seaports, especially from the private sector;
+ Recovering sources of berth fees, mooring charges and the value obtained
from the favorable advantages of seaports;
+ Ensuring the selection of a capable and efficient port operator with the
best rental price;
+ Gradually forming and developing the supply chain of goods with nuclear
ports, contributing to reducing costs and increasing goods value;
+ Ensure readiness to meet security - defense and social safety
requirements.
This model has the following structure:

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GOVERMENT

Office Port

Authority

GOVER
City government
/ the transportation
MENTG
OVERM
BOARD OF
DIRECTORS P.A
ENT

MANAGEMENT

Organizing
Committee
port
authority

Board of Management of
port operation
(Mining management
function)

Management Board of port
development planning, laws
and policies
(State Management Function)

Department of Planning
management,

traffic
management
in
ports;
Arranging wharves for ships
The Economic and Financial
Department has developed a
plan for leasing infrastructure,
licensed and supervised the
construction of wharves

Some other rooms

Supervision Department of
business activities
Supervision of development
project coordination
Supervise all activities of the
mining business enterprise

Planning
and
Planning
Department:
Maintenance,
dredging, providing port services
...

Some other rooms

4.3.2 Solutions for renovating the management of Vietnam's seaport
under the model of autonomous port authority
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