Đẩy mạnh hoạt động của cảng chân mây trong tiến trình hội nhập AEC của việt nam IMPROVING ACTIVITIES OF CHAN MAY PORT WITH THE INTEGRATION OF VIETNAM TO AEC

FOREIGN TRADE UNIVERSITY FACULTY OF ECONOMICS AND INTERNATIONAL BUSINESS -*** - GRADUATION THESIS Major: International Business Economics IMPROVING ACTIVITIES OF CHAN MAY PORT WITH THE INTEGRATION OF VIETNAM TO AEC Student’s full name : Thân Dương Thúy Student ID : 1111150091 Class : A 30 – High Quality Intake : 50 Supervisor : MA Nguyễn Thị Hà Hanoi, 5/2015 TABLE OF CONTENT LIST OF ABBREVIATIONS LIST OF TABLES INTRODUCTION Chapter 1: Theories of seaport .9 1.1 Definition .9 1.2 Classification of seaports .9 1.2.1 According to application 1.2.2 According to Economic sense of traffic 10 1.2.3 According to height of berth 10 1.2.4 According to decentralization of management of seaport 10 1.2.5 Classification according to Vietnam law 11 1.3 Mission and functions of seaport .12 1.3.1 Mission of seaport 12 1.3.2 Functions of seaport .13 1.4 Facilities at seaport .16 1.4.1 Infrastructure .16 1.4.2 Superstructure 18 1.5 Activities at seaport 18 1.5.1 Activity general classification according to serving subjects .18 1.5.2 Activities at seaport according to Vietnam law .20 1.6 Seaport performance assessment criteria 22 1.6.1 Macro-performance indicators of seaport operations 23 1.6.2 Micro-performance indicators of seaport operations 24 Chapter 2: Real situation of Chan May Port’s performance 26 2.1 Introduction to Chan May Port 26 2.1.1 History 26 2.1.2 Organization 27 2.1.3 Facilities of Chan May Port 30 2.1.4 Activities in Chan May Port 32 2.1.5 Financial activity performance of the port 33 2.2 Main activities’ performance .35 2.2.1 Cargo handling 35 2.2.2 Service of tourist vessels .39 2.2.3 Warehousing 42 2.2.4 Towing service 45 2.3 Assessment of Chan May Port performance 45 2.3.1 Cargo handling 45 2.3.2 Service for tourist vessels .48 2.3.3 Warehousing 49 2.3.4 Towing service 51 Chapter 3: Solutions to improving the activities of Chan May Port with the integration of Vietnam to AEC 53 3.1 SWOT analysis in condition of the integration of Vietnam to AEC 53 3.1.1 Strength 53 3.1.2 Weakness 54 3.1.3 Opportunity 56 3.1.4 Threat 58 3.2 Orientation of the Socialist Republic of Vietnam to development of Chan May Port from 2015 to 2020 .59 3.2.1 Plan of the Government 59 3.2.2 Plan of Chan May port approved by Vietnam Maritime Administration 61 3.3 Solutions to develop the activities of Chan May Port when Vietnam is going to enter AEC 64 3.3.1 Overcome the Weakness .64 3.3.2 Promote the Opportunities 67 CONCLUSION 70 REFERENCE 71 LIST OF ABBREVIATIONS ACA AEC ASEAN CFS CY DWT EWEC GRT MT HP OSS ROE Asia Cruise Association ASEAN Economic Community Association of Southeast Asian Nations Container Freight Station Container Yard Deadweight Ton East-West Economic Corridor Gross Registered Ton Metric Ton Horsepower One Stop Shop mechanism Return on Equity LIST OF TABLES Table 2.1: The equipment at Chan May port Table 2.2: Business results of Chan May port from 2011 to 2014 Table 2.3: Cargo handled of Da Nang port in 2011-2014 Table 2.4: Cargo handled of Nghe Tinh port in 2011-2014 Table 2.5: Volume of stored or delivered cargo at Chan May port 2012-2014 Table 2.6: Some charges and fees of Chan May port and Da Nang port Table 2.7: Different storage fees at Chan May port and Da Nang port LIST OF FIGURES Figure 1.1: Components of port infrastructure Figure 1.2: Macro-performance indicators of seaport operations Figure 1.3: Micro-performance indicators of seaport operations Figure 2.1: Organization structure of Chan May Port Ltd Co Figure 2.2: Volume of Loading and unloading cargo in Chan May Port 2005-2014 Figure 2.3: The output and input handled cargo at Chan May port 2011-2014 Figure 2.4: Number of cruise ships and passengers through Chan May port 20052014 Figure 2.5: Number of passengers through Chan May port and Da Nang port 20102014 Figure 2.6: Revenue and cost of warehousing activity at Chan May port 2011-2014 INTRODUCTION The necessity of the study Chan May port is located at a deep-water Chan May Bay, which is an excellent geographical position for the development of the maritime, tourism and port services Being a small seaport with a great potential for maritime activities, after ten years of operations, Chan May port has a remarkable development with the growth rate of about 17% per year However, the results has not dominated Chan May port to become famous in the marine transport industry in the country and not helped the port to raise its voice in the ASEAN region When Vietnam, especially, shall integrate to ASEAN Economic Community (AEC), the potential of ports must be more prevailed to meet the larger market with stronger competition from foreign ports in the ASEAN region With the integration of Vietnam to AEC in 2015, it opens to a new decade of many important free flows into the economy such as goods, services, capital, and skilled labors ASEAN will become a single market and production base to be more and more dynamic and competitive in the world Then, the port has to face up with many opportunities and threats, it is the time for the port managers and investors to be aware of AEC and its power, how to adapt to its pressure of free mobility of economic factors With the available favorable conditions, Chan May Port has to try more and more to find the solutions changing itself to match regional standards as well as to be able to promote its full potential, dedicate to the Vietnam’s integration process and obtain the country's innovation In conclusion, the coming integration period promises to bring Chan May Port many opportunities and challenges In the opinion of the managers and investors of Chan May Port, it can be seen that there is a huge encouragement to research about developing the potential of the port as well as improving the port’s activities so that I would like to choose this topic to be my graduation thesis Research objectives The study is to understand the advantages and disadvantages of activities in Chan May port, helps people to discover the potential of the Port On the basic of the integration of Vietnam to AEC, the study proposes the solution to develop the port’s activities to adapt to the requirements of this integration Object and scope of research Object of the study Objects of the study are the capacity and internal resources of Chan May port, the situation of activities in the port Scope of the study The study is come to discover the activities of Chan May Port Ltd Company in the period of 2005-2014 Research methodology The study depends on quantitative and qualitative research methodology It comprised field data collection at Chan May port as well as in–depth interviews of officers at the port The research methodology includes methods of collecting secondary data, statistical methods, comparative method, analysis and information processing Content Beside the introduction and conclusion, the study contains three main parts as follows: Chapter 1: Theories of seaport Chapter 2: Real situation of Chan May port’s performance Chapter 3: Solutions to improving the activities of Chan May Port with the integration of Vietnam to AEC Chapter 1: Theories of seaport 1.1 Definition According to Vietnam Maritime Code (2005) Part IV, Article 59, Seaport is an area which includes port land and port waters, is constructed infrastructure and equipment to help seagoing vessels to arrive in and to of loading and discharging cargo, taking passengers and other services According to Vietnam encyclopedia (1995), Seaport is an area including land and waters, which has buildings and equipment serving ships for landing, loading/unloading cargo, taking passengers, repairing, maintaining cargo and other parts for marine transportation Seaport has berths, road and rail, warehouse and repair workshop Some researchers said that Seaport is not a start or an end of transport process; it is the place of rotation of goods and passengers In another word, seaport is a gear in transport chain In addition, it is found that the definitions of seaports in legal, economic and technological practice It is usually the area where the traffic/transport routes on sea and land meet A port is a place of exchange of goods or passengers between ships, or between ships and land-transport vehicles Therefore, we can conclude that Seaport consists of land and water areas, which is built by infrastructure such as navigation channels, breakwaters, berths, warehouses, workshop and equipment to allow ships to arrive or leave to exchange goods and passengers and to organize maritime services 1.2 Classification of seaports 1.2.1 According to application According to application, seaports can be divided into four types of military port, civil port, port of refuge and port of fuel supply Military Port is a port used for military purposes such as the home places of military facilities and military exercises 10 Civil Port is the port relating to ordinary citizens and their concerns, as distinct from military port The civil port consists of traffic ports, commercial ports, specialized ports (fishing ports, entertainment ports, tourist ports, container ports, bulk ports, liquid-cargo ports) Port of refuge is the port with specialized function of allowance vessels to landing in special situations or distress Port of fuel supply is the port operating in a defined function of storing, supplying and distributing fuel for vessels right on their way or other demands 1.2.2 According to Economic sense of traffic According to Economic sense of traffic, seaports fall in to three types of international port, national port and local port International Port is a port in a country to serve the marine activities among different nations even the activities of vessels or persons who not have nationality from this country National Port is a port in a country to serve the marine activities between this country and other nations and among different regions in the country Local Port is a port in a region of a country with the main function to serve marine activities within this region 1.2.3 According to height of berth According to height of berth (H), seaports can be separated in four types of Grade I, Grade II, Grade III and Grade IV The port grade I is a port with the height of berth greater than or equal to 25 meters The port grade II is a port with the height of berth greater than or equal to 20 meters and smaller than 25 meters The port grade III is a port with the height of berth greater than 10 meters and smaller than 20 meters The port grade IV is a port with the height of berth equal to or smaller than 10 meters 1.2.4 According to decentralization of management of seaport 69 small and is a slow flow, it does not meet the requirements to upgrade the port Thus, the port’s board of chairman must actively seek loans to service investments, expansion and upgrading of the port However, the initiative can not be made in an arbitrary and without plan, the Government should be adopted Besides approval of the project of building the Berth No from the State, the board of chairman should actively work out other feasible options on foreign loans, while clearly explain the urgency of the project and the ability to pay the loan of the port, and then submit to the relevant Ministries such as the Ministry of Planning and Investment and the Ministry of Industry and Trade, Vietnam Maritime Administration Thereof, the new Berth No will be completed quickly in the shortest time and towards opening up essential presence of the Berth No Once funding in hand, Chan May port leaders need to strictly manage funds and make an appropriate investment route calculation in order to not to waste funds on corruption and bureaucracy ODA, according to statistics, is funding at the lowest effective ratio for many reasons but mostly because of easily lost in use and management of capital, especially in the construction of infrastructure Therefore, Chan May Port officials need to consider carefully before making loan, if not to be used properly, the chances of development may become apocalyptic Hiring experts to assess the port capacity, build detailed cost calculations for each item of investments is needed Costs, investments must be transparency and under supervision of the provincial authority At this time, the company is conducting equalization, this is a practical and important solution Equalization mobilizes idle capital of officers and employees of the enterprise and of individuals, organizations and foreign economic investment for enterprise development, especially to attract investment to construction Berth No.2 3.3.2.2 Investing in services for tourist vessels Besides the advantages to become a cruise tourism industrial specialized seaport, Chan May port need to spend efforts to promote foreign activities in order to create long-term relationships with the cruise lines; nonstop at relationship with the Royal Caribbean, the port has to take care of others such as Celebrity Milennium, Queen Victory, Costa Atlantica, Queen Elizabeth, Seven Seas Voyage 70 In addition, the port should raise some incentives for regular customers such as decreasing the fees and chargers for the second arrival in a month of a ship or give a free security service for ships come to the port twice a month and some policies to support ships including pilotage to help ships to arrive the port in safely 3.3.2.3 Expanding new businesses The available activities at the port have still been improved, however, Chan May port can build a new service by its own to differentiate with other ports For example, port business sightseeing service model is a completely new model, it has not appeared in any where with planning, organization and system The port is located at Chan May Bay, a windless bay without huge waves, in there, there are many beautiful sights and based on the plan, the size of the port is going to be extended to 684.3 hectares It is really a good condition to open tours of visiting seaport by small ships, it will satisfy people, who are interested in discovering about patterns and modes of operation at seaports 71 CONCLUSION In summary, this research is carried out by quantitative and qualitative methodology to investigate the existing facilitation at Chan May ports and to understand obstacles, improve activities and seek a practical development plan to prepare them according to the ASEAN Economic Community, which will be established in 2015 The free flow of goods is one of the principal means by which the aims of AEC single market and production base can be achieved It will facilitate inland transport of cargo and the direct ship calls at Vietnamese ports Since then, Chan May port with its prime location and the low charges and fees can prevail in the domestic market Moreover, the infrastructure of Chan May port should be upgraded to accommodate the increasing trade volumes before the AEC is established, especially the construction of Berth NO Beside the fund from Government, the port should take action in actively seeking the investments from individuals, private enterprises or even FDI of some developed countries Further, several laws and regulations concerning both cargo and ship are old– fashioned, to support Chan May port to become the gateway of the region, modern customs laws and regulations especially regarding the goods–in–transit and transshipment should be set up In addition to all of the above plans, the most important task that Chan May port has to achieve immediately is promoting the marketing activities including taking care of available customers and attracting new enterprises to cooperate There are many shortcomings in the production and business of Chan May Port such as business for container goods, equipment and frozen products, so that it need a very urgent solution to overcome the weakness and compete with competitors Thus, the answer is certainly to improve business efficiency and enhance marketing activities The Vietnam’s integration to AEC promises a breakthrough for Chan May port if it can understand the opportunities 72 REFERENCE English references Ahmed Salem Naser AL-Eraqi, 2009, Thesis submitted in fulfillment of the requirements for the degree of Doctor of Philosophy “An efficiency analysis of seaport using extended window analysis, Malmquist index and Simar-Wilson approach” ASEAN Economic Community blueprint, Indonesia, 2008 Martin Dresner, 2007, “Assessing productivity and performance of seaports: The importance for gateways”, R.H Smith School of Business, University of Maryland, USA Sumalee Sukdanont, Jittichai Rudijanakanoknad, Wiracha Suksirivoraboot, 2013, “Development of Thai International Ports in accordance with ASEAN Economic Community”, Transportation Institute, Chulalongkorn University, Bangkok, Thailand Vassilios K Zagkas & Dimitrios V Liridis, 2009, “An analysis of seaport cluster models for the development and competitiveness of maritime sector: The case of Pireaus”, Subtheme: Competition in maritime 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[online] Available at: http://www.thesaigontimes.vn/127469/Hoi-nhap-AEC-phai-lam-giday.html [Accessed 17 May 2015] 15 Toquoc.vn, (2015) Du lịch tàu biển: Lợi thế, ‘lép vế’? - Báo điện tử Tổ quốc Viet Nam | Trang tin cua Bo Van Hoa The Thao & Du Lich [online] Available at: http://toquoc.vn/sites/vi-vn/details/21/kinh-te-du-lich/122987/du-lichtau-bien-loi-the-vi-sao-van-%E2%80%98lep-ve.aspx [Accessed 17 May 2015] 16 Vinamarine.gov.vn, (2015) Cục Hàng hải Việt Nam [online] Available at: http://www.vinamarine.gov.vn/ [Accessed 17 May 2015] 17 75 Appendix 1: Table of assessment criteria for classification of Seaports No A I II III B C I Criteria Characteristics of the port attraction area Square area and Population Area - A (square meter) A < 2,000 2,000 ≤ A ≤5,000 A > 5,000 Population – P (person) P < 5,000 5,000 ≤ P ≤10,000,000 P > 10,000,000 Industrial parks, Urban, Maritime services Urban The port attraction area has: Urban level I Urban level II Urban level III Industrial parks (IP) The port attraction area has super-important IP The port attraction area has important IP Maritime services Full equipped maritime services Non-full equipped maritime services Transportation conditions The port attraction area has international airport Rail links to port Distance between port and highway smaller than 10km Waterway link to port Distance between port to international marine routes below 100 knots Function of Seaport National or interregional serving level Regional serving level Local serving level Orientation to become international transshipment port Orientation to become international gateway port Scale of seaport Current scale Throughput – T (MT/year) T < million million ≤ T ≤ million T > million Berth, length, tonnage General berth for ship over 10,000 DWT Container berth for ship over 10,000 DWT Specialized berth for ship over 15,000 DWT Total length of berth over 1,000 meters Maximum mark 30 10 5 10 4 4 2 10 2 2 40 30 20 10 10 10 30 15 7 2 1 76 Total number of berths over II Scale as planning 15 Throughput – T ( MT per year) million ≤ T < million million ≤ T ≤ 10,000 million T > 10,000 million Type, total length, tonnage General berth for ship over 20,000 DWT Container berth for ship over 20,000 DWT Specialized berth for ship over 30,000 DWT Total length of berth over 2,000 meters Total number of berths over 10 Total points 100 Note The seaport type I with the mark equal to or more than 50 points The seaport type II with the mark less than 50 points The seaport type II with specialized functions of enterprises Source: Decision No 70/2013/QĐ-TTg dated on 19 November 2013 by Prime Minister 77 Appendix 2: Business activities of the Chan May Limited Company No Name of sectors Coastal and offshore passenger transport Repairing of electrical equipment Cargo handling Service activity directly supporting for railway and road Sector Code 5011 3314 5224 5221 transport Details: Other supporting service activities related to transportation Service activities directly supporting to waterway 5222 10 11 12 13 transportation Coastal and offshore cargo transport Travel Agents Tour operator Support services related to promoting and organizing tours Rental of motor vehicles Repairing of fabricated metal products Repairing of machinery and equipment Repairing and maintenance of vehicles (except 5012 7911 7912 7920 7710 3311 3312 3315 automobiles, motorcycles, motorbikes and other motor 14 15 16 17 18 19 20 21 22 vehicles) Repairing other equipment Production, transmission and distribution of electricity Mining, processing and supplying of water Short-stay services Restaurant and mobile Food Service Activities of sport clubs Cargo transportation by road Retailer of new goods in specialized stores Road passenger transport in urban, suburban (excluding 3319 3510 3600 5510 5610 9312 4933 4773 4931 23 transport by bus) Wholesale of solid, liquid, gas and related products 4661 24 Details: Retail of motor fuel in specialized stores Other supporting service activities related to transportation 5229 25 Details: Fuel supply service Warehousing and storage of goods 5210 78 Appendix 3: Revenue in details of Chan May port 2012-2014 Unit: VND Code of Name of account Account 511 Sales revenue 5110 Revenue from fee 51101 of marine service 5110 – mooring and 51102 unmooring 5110 – garbage 51103 5111 dumping 5110 – sanitary Revenue from 5112 berth service Revenue from 51121 51122 51123 5113 51131 cargo handling 5112 – quay 5112 – conveyor 5112 – cranes Warehousing Storage service 51132 5114 revenue Yard service revenue Revenue from electricity and water supply 51141 51142 5115 service 5114 – electricity 5114 – water Revenue from 51151 51152 5116 towing service 5115 – Ship CM01 5115 – Ship CM02 Revenue from transportation service 2012 2013 2014 78,694,203,61 75,977,899,98 78,809,438,98 982,187,931 852,820,988 925,566,126 429,321,694 415,030,107 444,105,413 191,775,681 205,210,698 246,015,200 276,250,015 9,307,304,938 9,094,147,416 9,744,246,059 22,796,036,99 22,133,856,30 23,884,463,43 198,379,48 354,486,748 5,747,729,343 5,653,065,681 6,049,096,261 11,412,894,073 11,032,972,974 11,905,897,778 5,635,413,580 5,447,817,646 5,929,469,391 5,357,101,253 4,985,427,744 5,334,686,350 59,014,791 57,050,262 61,046,969 5,198,086,462 4,928,377,482 5,273,639,381 2,091,088,451 2,021,478,708 1,963,095,210 1,543,351,745 547,736,706 1,491,975,478 529,503,230 1,496,497,157 466,598,053 5,218,677,171 5,044,953,876 5,398,382,639 2,468,127,288 2,750,549,884 2,385,966,389 2,658,987,487 2,553,117,402 2,845,265,237 12,247,886,46 11,840,169,504 12,669,643,18 79 51161 51162 51163 5116 – Bus 5559 5116 – Bus 5595 5116 – Other 5117 Revenue from 5118 throughput Revenue from 51181 51182 51183 51184 other services 5118 – passengers 5118 – driveway 5118 – clean freight 5118 – freight of lift 51185 51188 cargo down 5118 – the bulldozer 5118 – other 5119 revenues Revenue from 511A overweight vehicles Revenue from oil 512 and gas trading Internal sales 5121 revenue Revenue from sale of goods Code of Name of account Account 511 Sales revenue 5110 Revenue from fee 51101 of marine service 5110 – mooring and 51102 unmooring 5110 – garbage 51103 5111 dumping 5110 – sanitary Revenue from 5112 berth service Revenue from 314,362,934 230,275,589 303,898,182 222,610,000 11,703,247,941 11,313,661,322 325,188,041 238,205,143 12,106,250,00 5,176,349,769 5,004,035,501 5,354,597,690 4,536,284,085 4,385,276,810 4,792,491,305 2,580,742,677 784,691,543 85,698,578 2,494,832,952 758,570,134 82,845,779 2,669,610,709 811,712,444 138,649,614 307,553,215 297,315,150 368,143,829 63,349,560 61,240,732 65,531,006 714,248,511 690,472,063 738,843,702 479,947,296 463,970,445 496,474,310 10,501,339,26 10,151,762,69 10,862,953,52 2,006,072,108 1,939,292,454 2,075,151,324 2,006,072,108 1,939,292,454 2,075,151,324 2012 2013 2014 78,594,203,61 75,977,899,98 78,709,438,98 882,187,931 852,820,988 912,566,126 429,321,694 415,030,107 444,105,413 191,775,681 205,210,698 246,015,200 263,250,015 9,407,304,938 9,094,147,416 9,731,246,059 22,796,036,99 22,133,856,30 23,884,463,43 198,379,48 254,486,748 80 51121 51122 51123 5113 51131 cargo handling 5112 – quay 5112 – conveyor 5112 – cranes Warehousing Storage service 51132 5114 revenue Yard service revenue Revenue from electricity and water supply 51141 51142 5115 service 5114 – electricity 5114 – water Revenue from 51151 51152 5116 towing service 5115 – Ship CM01 5115 – Ship CM02 Revenue from transportation 51161 51162 51163 service 5116 – Bus 5559 5116 – Bus 5595 5116 – Other 5117 Revenue from 5118 throughput Revenue from 51181 51182 51183 51184 other services 5118 – passengers 5118 – driveway 5118 – clean freight 5118 – freight of lift 51185 51188 cargo down 5118 – the bulldozer 5118 – other 5119 revenues Revenue from overweight vehicles 5,747,729,343 5,653,065,681 6,049,096,261 11,412,894,073 11,032,972,974 11,905,897,778 5,635,413,580 5,447,817,646 5,929,469,391 5,257,101,253 4,985,427,744 5,334,686,350 59,014,791 57,050,262 61,046,969 5,198,086,462 4,928,377,482 5,273,639,381 2,091,088,451 2,021,478,708 1,963,095,210 1,543,351,745 547,736,706 1,491,975,478 529,503,230 1,496,497,157 466,598,053 5,218,677,171 5,044,953,876 5,398,382,639 2,468,127,288 2,750,549,884 2,385,966,389 2,658,987,487 2,553,117,402 2,845,265,237 12,247,886,46 314,362,934 230,275,589 11,840,169,504 303,898,182 222,610,000 11,703,247,941 11,313,661,322 12,669,643,18 325,188,041 238,205,143 12,106,250,00 5,176,349,769 5,004,035,501 5,354,597,690 4,536,284,085 4,385,276,810 4,692,491,305 2,580,742,677 784,691,543 85,698,578 2,494,832,952 758,570,134 82,845,779 2,669,610,709 811,712,444 88,649,614 307,553,215 297,315,150 318,143,829 63,349,560 61,240,732 65,531,006 714,248,511 690,472,063 738,843,702 479,947,296 463,970,445 496,474,310 81 511A Revenue from oil 512 and gas trading Internal sales 5121 revenue Revenue from sale 10,501,339,26 10,151,762,69 10,862,953,52 2,006,072,108 1,939,292,454 2,075,151,324 2,006,072,108 1,939,292,454 2,075,151,324 of goods Source: Accounting and Finance Department of Chan May port 82 Appendix 4: Details of cargo handled at Chan May port Unit: MT Export Import Domestic transport Value Proportion Value Proportion Value Proportion 2005 300,256.0 79.9% 30,624.0 8.1% 45,120.0 12.0% 2006 398,042.4 76.1% 56,967.6 10.9% 67,990.0 13.0% 2007 416,365.2 63.0% 178,442.1 27.0% 66,089.7 10.0% 2008 496,816.6 64.4% 212,921.1 27.6% 61,716.3 8.0% 2009 820,203.4 81.7% 133,521.6 13.3% 50,196.1 5.0% 2010 1,264,986.0 89.1% 55,614.0 3.9% 99,400.0 7.0% 2011 1,426,147.2 84.0% 202,972.8 12.0% 67,880.0 4.0% 2012 1,319,412.5 83.5% 134,187.5 8.5% 126,400.0 8.0% 2013 1,209,360.6 81.7% 122,639.4 8.3% 148,000.0 10.0% 2014 1,465,076.2 86.7% 157,323.8 9.3% 67,600.0 4.0% Source: Accounting and Finance Department of Chan May port Year ... activities of Chan May Port with the integration of Vietnam to AEC 53 3.1 SWOT analysis in condition of the integration of 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