Except for Malaysia which does not undertake dredging on its own, other member ports presented their respective country papers which embodied their own experiences on dredging operations.
Indonesia made a presentation of their dredging operations to meet the needs of its ports. Among the members, Indonesia appears to have the most number of islands/islets which makes dredging understandably a significant component of its development and maintenance program.
In essence, the report of Indonesia indicated that Indonesia Port Corporations I-IV have adequately built a dredging capacity. Efficiency in operation has allowed it to register a surplus capacity which it can offer to the proposed APA dredging pool.
The country paper of the Philippine Ports Authority (PPA) was presented by Engr. Constante T. Fariñas, Jr. Briefly, he explained that dredging is an inherent component of the PPA mandate which is the implementation of an integrated program for the planning, development, operations, financing, and supervision and control of ports and port districts in the entire Philippines. The archipelagic configuration of the country makes the implementation of a comprehensive dredging program imperative to make waterways navigable and remove an average volume of 2.0 million cubic meters of silt each year. To carry out this mandate, PPA made notable investments in dredging equipment consisting of four (4) Trailing Suction Hopper Dredgers, two (2) Grab Hopper Dredgers, two (2) Supply Boat and two (2) Survey Boat. These units of equipment have been placed under the PPA Harbor Maintenance Department which, for many years, had been solely responsible for the conduct of maintenance dredging either by contract (contracted out to private sector) or by administration (dredging undertaken by own PPA personnel using own equipment). Capital dredging, on the other hand, is integrated in the civil works of capital projects.
With the preparations for the privatized set-up completed as of yearend (2001), PPA’s responsibilities, since the take-over by the private contractor, have been confined to operating and maintaining the 2 survey boats left with it, programming of dredging works and monitoring of performance of the private contractor. This set-up is envisioned to generate the following benefits for PPA: optimization of the designed capacity of the equipment; improvement of dredging output; proper maintenance of dredging equipment; and, more cost-effective dredging operations. Under this set-up, PPA will pay the contractor based on its actual output.
The Port Authority of Thailand (PAT) presented the same country paper submitted to the 27th APA Main Meeting. In essence, the interest of PAT to establish an APA dredging resources pool is prompted by its constant need to keep the depth of the bar channel, which extends to 66 kilometers long, navigable to both foreign and domestic vessels. PAT manages Laem Chabang and Bangkok Ports and caters to the dredging requirements of both ports and private wharves in the area.
Bangkok Port, being an international port and host to some 7,000 foreign vessels per year, has to keep its approaches/basin open and its depth safe for navigation of vessels, particularly the international ones with designed draft reaching about 27 feet. About 167,000 cubic meters of silt is being dredged from this area each year during the last 30 years.
Laem Chabang, compared to Bangkok Port has low sedimentation. Its required dredging depth is 16 meters MSL to accommodate vessels of 60,000 DWT. Maintenance dredging at the Laem Chabang channel also benefits some 19 private wharves in the area.
Existing equipment complement of PAT consists of 3 Trailing Suction Hopper dredgers, each of 2,500 cubic meters capacity.In the implementation of dredging program, PAT is extra cautious to ensure that “agitation” dredging is not resorted to so as not to adversely affect coastal farming and fishery and maintain coastal ecology.
There is a big problem, however, that threatens PAT’s effectiveness in coping with both maintenance and capital dredging tasks. This is limitation in the budget for the planned procurement of dredging equipment and for other expenses like maintenance and personnel services. Sourcing of soft loans is an equally big problem.
To address the problems, PAT procured a DGPS and other software which greatly enhanced its efficiency in undertaking its own dredging works leaving it a surplus capacity to accommodate outside dredging works.
PAT hopes to tap its excess capacity and those which other members may have to address dredging problems in the region.
Vietnam’s topography has given rise to the efficient use of inland waterways, extending to about 8,036 kilometers, in the movement of trade. Along its approximately 3,200 kilometers long coastline were established about 22 kilometers of berth for more than 80 small and large seaports. Keeping its waterways open and dredging of new channels are major works which Vietnam has mainly entrusted to the Vietnam Waterway Construction Corporation (VINAWACO).
The vision of Vietnam Transport is to have 114 ports with a total capacity of 245 million tons per year by 2010. This will be made possible by extending the navigational length of the river-way to 12,240 kilometers. Premium is given to the upgrading of the large ports/group of ports like Cai Lan, Hai Phong, Da Nang, Ving Tau-Thi Vai, Ben Dinh-Sao Mai, Nghi Son, Can Tho, Dung Quat and Chan May. This will be complemented by the upgrading of the inland waterway network of Mekong river delta and Red river delta. To be able to meet
To prepare for this huge undertaking, VINAWACO has formulated a strategy anchored on the renovation and modernization of its dredging fleet.
Integration of Discussions
The Meeting Advisor/Facilitator in the person of Mr. Frederik Mink gave a synthesis of the discussions which took place during the 2-day meeting. In brief Mr. Mink raised the possibility of employing the “Charter Hire Agreement” in the implementation of this project. There are a number of details which needs to be considered before a project proposal can be concretized and this includes: the applicability of this Agreement given the existing laws and regulations prevailing in member ports; cost calculation differences between public dredging enterprises and private dredging enterprises; balance between supply and demand; cost against price; and, maintenance versus capital dredging.
Action Plan
Having appreciated the diversity that still exists and the need for more information to serve as inputs to the proposed dredging pool, the delegates agreed to continue building the desired database with Thailand acting as coordinator during the first two years following this Meeting. The delegates further agreed to elevate their recommendations to the Technical Committee which will be responsible for bringing the concerns of the delegates to the Main Committee. The members, however, were one in supporting the project. This cooperation can offer enormous benefits in terms of optimizing resources and minimizing costs of members which is among the worthy causes being fostered by the APA. When realized, it can lead to cooperation in other areas and lend support to the strengthening of the borderless vision for the region.