dos

5) Inland Waterway 2.86 The number of rivers and canals in the country was counted at 2,360 with total length of 220,000km Of this, only about 19% (~41,900km) is considered navigable and 7% (or 15,436km) placed under management and operation The latter is split – about 43% (or 6,612km) falls under the responsibility of the central government, with the balance under the local government units (see Table 2.4.2) 2.87 There are two main river groups in Vietnam, which are utilized for inland waterway transportation (IWT) The northern region river system focuses mainly on the Red River Delta with minimum channel widths of 30–36 meters and minimum depths of 1.5–3.6m The northern region has 55 channels with a length of 2,753km Most of the major waterways are under operation 24/24 due to a secured navigational depth The biggest concern is that the connected waterways are not under the same grade and have sharp curves Some even have limited vertical navigational clearance under the bridges and other rivercrossing structure 2.88 The technical specifications of the channels in the south are more favorable, with minimum widths of 30–100m and minimum depths of 2.5–4m In some sections, the depth can reach up to six meters The channels are, however, constrained by low bridges and narrow clearances The south has 80 channels with a combined length of 3,017km Major waterways from HCMC to Mekong delta are operated 24/24; others are operated during daytime only Table 2.4.2 Scale of Inland Waterways Length (km) Total Length 220,000 Navigational Length Under Management By Central Government By Local Government Source: Prepared based on Revised IWT Master Plan 41,900 (19.0%) 15,436 (36.8%) 6,612 (42.8%) 8,824 (57.2%) The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT Figure 2.4.5 Location of Major Inland Waterway Routes in the Northern Region Source: VITRANSS Study Team Figure 2.4.6 Location of Major Inland Waterway Routes in the Southern Region Source: VITRANSS Study Team (2) Vessel Traffic Trends 3.40 The results of recent surveys on vessel traffic compared with those of the 1999 and 2005 surveys are shown in figures 3.3.5 and 3.3.6 Results show that IWT traffic increased overall In the case of the southern region, some stations experienced a dramatic drop in vessel traffic due to the development of an alternative—a highway 3-2 3.41 In the north, vessel traffic was primarily restricted to self-propelled vessels, while in the south, a more diversified vessel usage was observed This is actually a manifestation of the differences in the technical standards of the northern and southern channels With improved channels, operators would have greater flexibility in selecting vessels to suit the requirements of the market Figure 3.3.5 Vessel Traffic in Northern Vietnam Source: VITRANSS (1999), VITRANSS Follow-up Study (2005), and VITRANSS Traffic Surveys (2008) Figure 3.3.6 Vessel Traffic in Southern Vietnam Source: VITRANSS (1999), VITRANSS Follow-up Study (2005), and VITRANSS Traffic Surveys (2008) 3-3 The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT (3) Vessel Traffic Characteristics 3.42 To further appreciate the movement of IWT vessels in Vietnam, several figures are shown to illustrate the movement of loaded and empty vessels in the network, channel points with the biggest vessel capacities, sizes of vessel along the network, types of commodity being transported, and the OD profile of vessels Key observations are as fol- lows: (a) Northern IWT System (i) Traffic is very directional, i.e., from the west of Hanoi mostly going downstream loaded and returning empty, while traffic from Quang Ninh/Hai Phong goes upstream loaded and returning empty; (ii) The primary corridor is Phu Tho–Hanoi–Hai Duong–Hai Phong/Quang Ninh; (iii) Vessel sizes around Quang Ninh are relatively bigger, while further upstream ves- sel sizes are very limited; (iv) Primary commodities are coal and ore, construction materials, and cement; and (v) Key flows concentrate toward the center of the Red River delta with flows coming mainly from Hai Phong/Quang Ninh and Phu Tho (b) Southern IWT System (i) Traffic in the south is multidirectional, resulting in relatively higher load factors for IWT vessels; (ii) The primary corridor is rather concentrated in a smaller area in HCMC and Tien Giang/Ben Tre; (iii) Vessel sizes in the Mekong delta are comparatively smaller, while vessel traffic along the periphery of HCMC is relatively larger; (iv) A more diversified carriage of various commodities is observed in the south; and Key flows are focused toward HCMC and Tien Giang/Ben Tre Inland Waterway 1) Government Plans and Decisions 4.66 The Development Plan for Vietnam Inland Waterway Sector to 2020 was approved in 2000, and is now being revised by the Vietnam Inland Waterway Administration (VIWA), in cooperation with the MOT’s Transport Development and Strategy Institute (TDSI) Main points of the revised plan are included in the Vietnam Development Strategy up to 2020 (2007) The master plan sets a scenario wherein pull-propel cargo vessels of 1200–1600tons or bigger, self-propelled cargo vessels of 200–500tons, and sea-river cargo vessels of 1000–2000tons will be introduced in the Red River Delta Region Meanwhile, in the Mekong delta region, pull-propel cargo vessels of 600–1200T or bigger, selfpropelled cargo vessels of 200–500tons, sea-river vessels of 1000–2000tons, and conventional passenger vessels of 50–120 seats, as well as coastal and island passenger vessels of 100–120 seats are proposed 4.67 On the basis of the above, the following were identified as priority projects: (a) North IWT Channel System Improvement (i) Quang Ninh–Hanoi–Vie Tri (ii) Quang Ninh–Ninh Binh (crossing Dao River) (iii) Lach Giang–Hanoi (iv) Viet Tri–Tuyen Quang (v) Red River Crossing (Hanoi) (vi) Viet Tri–Yen Bai–Lao Cai (b) South IWT Channel System Improvement (i) Saigon – Ha Tien (ii) Saigon – Ca Mau (iii) Tien River (iv) K Phuoc Xuyen – 4Bis – K.2 (c) IWT Port Improvements (9 each in the north and the south) 2) Key Development Issues (1) Focus on Core Competitiveness of IWT 4.68 The core advantage of inland waterway transportation is in the transportation of high-volume, low-cost products in bulk, particularly coal, ore, and aggregates However, the IWT system in Vietnam does not have enough length and coverage to be able to compete against road transportation, especially when the highway network is further developed Therefore, the IWT system should enhance its service by further improving cost effectiveness There are several ways to proceed with this First is to use bigger vessels, although the natural conditions of the river system in Vietnam not allow this Another way is to promote the use of tow barges Currently, particularly in the north, the use of self-propelled barges is the norm due to the latter’s suitability to the channel In the case of the south, more diversified vessels are observed, which is reflective of the much more favorable channel conditions in the south Thus operators have more flexibility in the selection of vessels to use The factors that hinder the use of tow-barges barges need to be further examined and rectified, in particular the bend curvatures, clearances, and depths of channels Consistency in standards is critical, thus a systematic and operation-oriented approach to channel improvement is recommended The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT 4.69 Passenger service is a losing cause for inland waterway transportation, especially for inter-city transportation and when the road network is further improved Thus it is best to concentrate resources on further promoting bulk transportation Figure 4.4.1 Vessel Traffic at Key Points of Inland Waterway Routes in Northern Vietnam Source: VITRANSS Survey, 2008 Figure 4.4.2 Vessel Traffic at Key Points of Inland Waterway Routes in Southern Vietnam Source: VITRANSS Survey, 2008 The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT (2) Promotion of Sustainable Channel Maintenance 4.70 To sustain the quality of service, it is important to have the sufficient funds to maintain channels and navigational aids Currently, funds for channel maintenance are derived from state fund While it may still be needed, it is not only equitable but in the interest of all players to introduce a channel fee to generate supplementary funds for channel maintenance Along with this, the institutional capacity to be able to handle this fund to maintain the channel needs to be established Performance benchmarks, accountability, and technical capability need to be put in place The issue of collecting user fees for channel maintenance has been piloted three years ago but has failed For example, there are million registered tonnage of IWT vessels, excluding passenger vessels with an average of 70tons per vessels By paying VND 20,000 per registered ton (average of VND 1.4 million/vessel), VIWA could increase its annual budget by 50% (3) Strengthening of Vessel Registration 4.71 It is presently difficult to know the number of IWT vessels operating in Vietnam due to weak registration and enforcement system This makes it difficult to enforce standards in safety and navigation The vessel registry system could also be used to generate funds for channel maintenance, as annual fees being part of the registration process The registration system could also be used as an incentive/disincentive mechanism to promote fleet renewal and modernization (4) Strengthening of Interface between Inland Waterway and Other Modes 4.72 Inland waterway transportation primarily handles specialized bulk goods, particularly coal, ore, and aggregates However, it also carries a significant volume of goods for distribution such as cement, fertilizer, and others These goods are first brought in bulk by inland waterway vessels to a port for distribution It is strategic for the subsector to continue to be compe- titive in this service, not just for its viability, but also to discourage the use of highway alternatives, which would cause congestion The inherent disadvantage of inland waterway transportation is the need for double handling; but this can be countered if the subsector can offer better interface with other modes, particularly with trucking It naturally starts with the improvement of cargo handling at ports Another critical aspect is the improvement of warehouses and warehouse services Goods are delivered from the factory to the ports, which become the point to carry inventory Being closer to the market, these warehouses can enhance delivery response and it will allow IWT to carry the goods cheaply in large lots, while still being able to deliver to customers in small lots and high frequency It is therefore strategic for IWT ports to examine the potential of warehousing function as part of their business model, along with the improvement of cargo handling (5) Cross-border Transportation Opportunities via Inland Waterway 4.73 The Phnom Penh–HCMC service via the Mekong River is the most promising cross-border link for IWT and is currently being served by three companies utilizing 50 to 150 teu vessels with one-way journey taking two to three days at a freight rate of USD250 per teu This is very competitive over the coastal route One operator is said to haul 800 to 900 teu/month Based on the outlook of future demand, the issue here is only a matter of timing of investment in the further enhancement of the channels 4.74 A more difficult issue is the utilization of the Hong River as potential cross-border link to China There is big potential upside of this market Unfortunately, the Hong River has a lot of drops that at its natural state could not cater to IWT vessels The development The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT of locks to allow vessels to navigate across drops have been proposed, but it is critical to examine the market potential more closely to ensure that investments are not wasted (6) Market Share 4.75 The published statistics on IWT traffic showed steady increase in cargo but erratic passengers volumes from 1995 to 2006 (See Figure 4.4.3) on a nationwide basis Despite increasing competition from road transportation, the IWT managed to post an annual rate of increase of 9.4% since 1995 for freight Passenger volumes trend is unstable and it is diffi- cult to see a trend, other than to point that the long-term trend is a stagnation of demand, al- though since 2001 demand has increased to reach 179 million passengers in 2006 Figure 4.4.3 Cargo and Passenger Volumes Inland Waterway Cargo Transport Capacity (Mil.ton) Inland Waterway Passenger Transport Capacity (Thousand person) 70 250 60 200 50 40 150 30 100 20 50 10 0 1995 2006 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 1995 1996 1997 1998 999 000 001 002 2003 2004 2005 2006 Source: Prepared from presentation by Dr Suu, Director General of VIWA at Water summit in Beppu Dec 2007 4.76 IWT is successful in holding maintaining its market shares – at about 22% for freight and 17% for passengers When trip-lengths are taken into account, however, the overall share of the passenger transportation market is small, at about 6%, and declining In freight, IWT carried much more than official statistics would imply because of nonreporting from non-registered ports and river landings, as well as from private ports whose bulk cargo dominate river traffic VITRANSS has estimated the share of IWT at 28% on a ton-km basis, and 46% on tonnage basis, in 2008 4.77 Using the low figure, it was calculated that the overall productivity of IWT is 2,866tons per thousand kilometers of national waterway, which is more than twice the throughput of 1,022 tons for national roads and the 1,290tons for railways Combining passengers and freight turnover, the performance index for IWT is 3.3 transportation units per km – lower than the 3.7 for roads but higher than rail’s 2.9 4.78 In terms of regional distribution, the southern region accounted for nearly 60% of the country’s freight tonnage carried on waterways, followed by the northern region with 33% share Only less than 9% were carried in the central region In relation to the network size of the regions, this means that IWT throughput in the south is the most productive with 24.5 thousand tons/km In comparison, the throughputs in the northern region and central region were 14.7 thousand and 13.8 thousand per km, respectively It is also in the southern region where IWT is used in cross-border trade with Cambodia The main commodities carried across this border are oil, cement and steel products from Vietnam and wood and garment from Cambodia The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT 3) Reinvigoration of IWT 4.79 Despite the higher performance index of 3.3 for IWT vs 2.9 for railway, IWT re- ceived a smaller share of the total transportation investments in the last years Histori- cally IWT receives an investment allocation of only 0.3 trillion VND per year (2000 2007) or roughly 10% of the planned amount However, the low funding allocation of IWT may be changing with ODA taking cognizance of its economic and social importance A clear manifestation of the change in the trend of funding allocation for IWT is the World Bank fi- nancing for a project packages in the North and in the South worth more than USD320 million of investments in waterways In the indicative 10-year investment program of VI- TRANSS for 2010-2020, the recommendation is for tripling the historical share of IWT in transportation funding 4.80 Many industries in the north and south have located along waterways, because IWT is central to their viability (e.g Chinh Fonz Cement in Quang Ninh and Pha Lai Power Plant) The coalfired power plants of the country are dependent on the waterways In the Mekong Delta, IWT serves a range of industries; many poor villages depend on it for access and livelihood, and it supports cross-border trade to the GMS countries 4.81 IWT also serves as an alternative mode of transportation to provide cheap alterna- tive and to absorb a significant share of the transportation demand If there is no waterway, about 190 thousand tons of freight a day would have to be transported on road or rail In the absence of rail capacity, this freight would end up being carried by trucks on the roads The additional transportation cost to industries would exceed $300 million a year 4) IWT in Other Countries 4.82 Although waterways of countries are impossible to compare because of their wide differences, a comparison among selected countries is valuable as an indicator of how each country has maximized the use of its waterways In Table 4.4.1, Netherlands is the top-most IWT country because it has the highest density of waterways in Europe (3 times the river density of Vietnam), a very high market share in freight (40%), and high impor- tance of waterways in the intermodal transportation chain Table 4.4.1 Comparative IWT Indicators, Selected Countries IWT Items Bangladesh China India Freight market share of IWT 35% 27% 0.1% Land Area (000 sq.km) 133.9 9,600 3,287.6 WW Length (kms) 6,000 119,000 5,700 IWT Density (km/km2) 0.044 0.012 0.002 Approx Budget/km/yr $3,500 $3,600 $6,000 Notes: *IWT length refers only to channels under national management Vietnam Thailand 17.0% 325.4 6,574* 0.02 $1,500 4.5% 513.1 1,800 0.004 n.a Netherland 40% 33.9 6,211 0.18 n.a Source: Collated by Study Team from various sources 4.83 China also relies heavily on IWT where up to 27% of goods are transported on this mode and over long distances of 2,231km against Vietnam’s 153km China allocates more than times the funding per kilometer of waterway than Vietnam Figure 8.2.5 Candidate Inland Waterway Projects up to 2030 Source: VITRANSS Study Team Table 8.3.15 Comprehensive Evaluation of IWT Projects Project Code Project Waterway Improvement Upgrading of Quang Ninh/Hai Phong - Ha Noi Route (to ClasW01 sII) (166km) Upgrading of Lach Giang - Ha W02 Noi Route (to Class I) (192km) Upgrading of Ha Noi – Viet Tri W03 Lao Cai Route (to Class II III Cost (USD Mil.) Econo- Finan- Network Natural Maturity Gov't Overall mic cial Composit'n Environm't of Plan Policy Evaluation EIRR Demand 38.2 59.6 5 5 210.1 9.2 5 3 133.3 15.1 4 The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT Project Code W04 W05 W06 W07 W08 W09 W10 Project and IV) (362 km) Improvement of Quang Ninh Ninh Binh Route (266.5km) Upgrading of Cua Day - Ninh Binh (to Class I)(74.0km) Upgrading of Quang Ninh - Pha Lai Route (to ClassII) (128km) Upgrading of Pha Lai - A Lu Route (to Class III) (33.0 km) Upgrading of Pha Lai - Da Phuc Route (to ClassIII) (87km) Upgrading of Viet Tri - Tuyen Quang – Na Hang Route (to class III and IV/V) (115km) Improvement of Hong Đa TJunction - Hoa Binh Port Route (58.0km) Cost (USD Mil.) Econo- Finan- Network Natural Maturity Gov't Overall mic cial Composit'n Environm't of Plan Policy Evaluation EIRR Demand 61.2 6.3 5 3 17.0 - 1 3 29.4 59.6 5 7.6 9.2 3 20.0 15.1 3 36.8 6.3 4 13.3 - 1 3 W11 Improvement of Ninh BinhThanh Hoa 11.5 - 1 5 3 W12 Various Regional/Feeder Routes 50.0 - - - - - - - - 4* W13 Upgrading Cho Gao Canal Route (11km) 138.0 - - - - - - - - 5* W14 Improvement of Sai Gon - Kien Luong/Lap Vo canal Route (315km) 72.5 40.9 5 3 W15 Improvement of Sai Gon - Kien Luong/Dong Thap Muoi area Route (334km) 76.8 7.5 3 W16 Improvement of Sai Gon - Ca Mau/Xa No canal Route (336km) 77.3 37.0 5 5 3 W17 Improvement of Sai Gon - Ca Mau/coastal Route (367km) 84.4 24.6 4 5 3 W18 Improvement of Sai Gon - Moc Hoa Route (96km) 22.1 - 1 3 W19 Improvement of Sai Gon - Ben Suc Route (89km) 20.5 - 1 3 W20 Improvement of Sai Gon - Ben Keo Route (166km) 38.2 - 1 3 W21 Improvement of Sai Gon - Hieu Liem Route (88km) 15.0 34.2 4 4 3 W22 Improvement of Mekong river Delta – Thi Vai - Vung Tau Route (75km) 17.3 2.9 1 5 3 W23 Improvement of Cua Tieu – Cambodia Route (223km) 51.3 12.0 5 3 W24 Improvement of Dinh An estuary - Tan Chau Route (214km) 49.2 9.8 2 3 W25 Improvement of Moc Hoa - Ha Tien (108km) 24.8 - 1 3 W26 Upgrading of Phuoc Xuyen – Tien river (canal 28) (to Class III) (75km) 17.3 - 1 3 W27 Upgrading of Rach Gia - Ca Mau (to Class III) (149km) 34.3 - 1 3 The Comprehensive Study on the Sustainable Development of Transport System in Vietnam (VITRANSS 2) MAINTEXT Project Code Project Cost (USD Mil.) EIRR Demand Econo- Finan- Network Natural Maturity Gov't Overall mic cial Composit'n Environm't of Plan Policy Evaluation W28 Improvement of Lach Trao-Ham Rong 2.0 - - - - - - - - 4* W29 Improvement of Lach Sung-Len Bridge 2.0 - - - - - - - - 4* W30 Improvement of Cua Hoi-Ben Thuy-Do Luong 4.6 - - - - - - - - 4* W31 Improvement of Cua Sot – Nghen Bridge 2.0 - - - - - - - - 4* W32 Improvement of Cua GianhQuang Truong 2.0 - - - - - - - - 4* W33 Improvement of Nhat Le Estuary –Long Dai bridge 2.0 - - - - - - - - 4* W34 Improvement of Cua Viet-Dap Tran (spillway) 2.0 - - - - - - - - 4* W35 Improvement of Thuan An-Tuan T-junction 2.3 - - - - - - - - 4* W36 Improvement of Hoi An –Cua Dai– Cu Lao Cham 2.3 - - - - - - - - 4* W37 Improvement of Ky Ha EstuaryHoi An – Vinh Dien T – junction - Cua Han 13.8 - - - - - - - - 4* 120.0 - - - - - - - - 5* 130.1 - - - - - - - - 4* 20.0 - - - - - - - - 2* 20.0 - - - - - - - - 4* 20.0 - - - - - - - - 2* 20.0 - - - - - - - - 2* 50.0 - - - - - - - - 4* - - - - - - - - 3* 5.0 - - - - - - - - 4* 5.0 - - - - - - - - 5* 2,080.0 15.0 - - - - - - - - 3* 4* 2.0 2.0 - - - - - - - - 4* 4* Maintenance Maintenance Dredging to reW38 duce backlogs Port Improvement and Others Improvement/upgrading of go port system in the northern W39 region Improvement/upgrading of senger port system in the W40 ern region Improvement/upgrading of go port system in the southern W41 region Improvement /upgrading of senger port system in the W42 southern region Improvement/upgrading of go port system in the central W43 region Selective Ports Investment W44 Package Landing Stage Improvement W45 Improvement of landing stages Safety Improvement Installment and improvement of W46 navigation aids W47 Search and rescue Ship Building W48 Ship building W49 Ship building and repair factory Institution Improvement W50 Organizational Reforms W51 Capacity development 2.0 prehensive Study on the Sustainable Development of Transport System in Project Code Project Database: River Surveys and Vessel Registry Source: VITRANSS Study Team W52 Cost (USD Mil.) 20.0 EIRR Demand - - Econo- Finan- Network Natural Maturity Gov't Overall mic cial Composit'n Environm't of Plan Policy Evaluation - - - - - - + Qui hoạch đường thủy Đồng Nai Hiện trạng 3.1.3 Đường thuỷ: Tổng chiều dài tuyến đường sông cấp quản lý có 532 km Trung ương quản lý tuyến tổng chiều dài 169 km; huyện, thành phố, tỉnh quản lý 18 tuyến tổng chiều dài 262 km; đơn vị sở khác quản lý 61 tuyến kênh rạch tổng chiều dài 101 km Tổng chiều dài sông khai thác vận tải 205/679 km sông rạch (chiếm 31% tổng chiều dài sông tỉnh) gồm tuyến sơng Đồng Nai, sơng Thị Vải, sơng Đồng Tranh, sơng Cái, sơng Nhà Bè, sơng Lịng Tàu, sơng Gị Gia sơng La Ngà Trong quan trọng tuyến sông như: - Sông Đồng Nai: dài 162 km tuyến vận tải đường thuỷ huyết mạch tỉnh từ nội địa tỉnh TP.Hồ Chí Minh tỉnh Bình Dương, Bà Rịa- Vũng Tàu, có luồng tàu vào cảng Đồng Nai - Các sông thuộc hệ thống sông Đồng Nai gồm sơng Nhà Bè (8,5 km) sơng Lịng Tàu (9 km) có luồng tầu biển vào cảng Sài Gịn, cảng Cát Lái khu cảng Phú Hữu, Ơng Kèo tỉnh; sơng Thị Vải có luồng tàu biển vào khu cảng Gò Dầu, Phước An Hệ thống cảng biển, công suất thông qua đạt khoảng 3,5 triệu tấn/năm, bao gồm cảng: - Trên sông Đồng Nai có cảng tổng hợp Đồng Nai (diện tích mặt sử dụng 2,5 ha), luồng vào cảng đảm bảo cho tàu 2000DWT vào, hàng thông qua đạt 600 nghìn tấn/năm cảng chuyên dụng hàng lỏng chủ yếu gas 5* gồm cảng SCTGas cảng VT.Gas (tại phường Long Bình Tân- TP.Biên Hồ) có khả tiếp nhận tàu trọng tải 1000 - Trên sơng Thị Vải có cảng tổng hợp Gò Dầu gồm khu A (phục vụ KCN Gò Dầu) diện tích 18 ha, sử dụng để cập tàu trọng tải 2.000 DWT khu B (gồm bến tổng hợp) có mặt rộng 50 ha, bến đón tàu 12.000 DWT; cảng chuyên dụng có cảng VEDAN (Phước Thái) có khả tiếp nhận tàu hàng khô 10.000 DWT tàu hàng lỏng 12.000 DWT, cảng nhà máy Super phosphate Long Thành có khả tiếp nhận tàu 3000- 5000 DWT cảng nhà máy Unique Gas chun tiếp nhận hàng khí hóa lỏng có khả tiếp nhận tàu 6.500 DWT - Trên sơng Nhà Bè Lịng Tàu (thuộc Nhơn Trạch) có cảng chun dụng gồm cảng Viko-Wochimex (sơng Lịng Tàu) chuyên dụng cho tàu 15.000 DWT chuyên chở xuất nhập gỗ dăm cho nhà máy; cảng gỗ mảnh Phú Đông (S.Nhà Bè) chuyên dụng cho tàu trọng tải 25.000 DWT xuất nhập gỗ dăm mảnh; cảng xăng dầu Phước Khánh (S.Nhà Bè) chuyên dụng cho tàu dầu trọng tải tới 25.000 DWT Hệ thống bến cảng sơng, hàng bách hố thông qua bến cảng sông đạt khoảng 142- 205 nghìn tấn/năm, cịn lại chủ yếu ngun vật liệu xây dựng từ khai thác chỗ Các bến cảng gồm: - Bến cảng chuyên dụng doanh nghiệp hàng container: khu vực phường An Bình (TP Biên Hồ), sơng Cái có bến COGIDO công ty giấy Đồng Nai sử dụng cho sà lan 500 tấn, bến thức ăn gia súc Con Cò cho sà lan 5001000 tấn, bến Tín Nghĩa (ICD Biên Hoà) phục vụ container cho sà lan 1000 sơng Đồng Nai có bến bột Ajinomoto cho sà lan đến 500 tấn, bến cảng công ty Vận tải sông biển cho sà lan 500- 1000 tấn; xã Long Tân (Nhơn Trạch) có cảng trung chuyển container gồm bến sà lan 1000 bến sà lan 3000 - Bến vật liệu xây dựng: khu vực TP.Biên Hồ có bến bốc xếp cát, đá sỏi An Bình cho sà lan 500- 1000 tấn, 27 bến xuất đá bến xuất cát Hố An; khu vực Long Thành sơng Bng có bến bốc xếp đất đỏ cho sà lan 500- 1000 tấn; khu vực huyện Vĩnh Cửu có bến sông Đồng Nai gồm bến xuất cát, bến xuất đất đỏ, bến puzalan Đại An cho ghe 100 bến xuất đá Thiện Tân cho sà lan 500 Qui hoạch (a) Hệ thống cảng: Nâng cấp, mở rộng qui mô tồn hệ thống cảng biển cảng sơng tỉnh Tập trung xây dựng cảng cửa ngõ cảng đầu mối sông Thị Vải, sông Đồng Nai sơng Lịng Tàu- Nhà Bè để tạo cửa mở lưu thơng hàng hố tỉnh với nước quốc tế đường biển (i) Cảng biển: Luồng tàu biển quốc gia liên quan đến khu vực Đồng Nai có tuyến luồng chính, qui hoạch đến 2010: - Luồng sơng Lịng Tàu: chiều dài luồng từ phao số vào tới cảng Sài Gòn 85 km, độ sâu tự nhiên chỗ cạn -7 m, tới nạo vét trì độ sâu luồng tối thiểu -8,5 m cho tàu 15.000- 20.000 DWT vào, lợi dụng thuỷ triều cho tàu 20.000- 30.000 DWT - Luồng sông Thị Vải: chiều dài luồng từ phao số đến cảng Gò Dầu 47 km, độ sâu tự nhiên chỗ cạn -10,6 m, khai thác cho tàu 15.000DWT vào khu cảng Gò Dầu (Đồng Nai) lợi dụng triều cho tàu 30.000- 60.000 DWT vào khu cảng Cái Mép Thị Vải (Phú Mỹ) Từ đến 2010, nạo vét luồng tới -14 m cho tàu 50.000 DWT vào tới cảng Cái Mép (hành thuỷ 24/24 giờ), đoạn từ Cái Mép tới Thị Vải nạo vét tới -12 m lợi dụng thuỷ triều cho tàu 50.000 DWT vào Qui hoạch phát triển hệ thống cảng biển tỉnh từ đến 2020: + Khu cảng sông Thị Vải: Tập trung đầu tư nâng cấp cảng Gò Dầu xây dựng cảng Phước An trước năm 2010 thành cảng cửa ngõ biển tỉnh, kết nối với cảng Cái Mép (Bà RịaVũng Tàu) tạo thành cụm cảng biển cửa ngõ sơng Thị Vải vùng KTTĐPN Phát triển cảng Gị Dầu cảng Phước An kết hợp với phát triển khu cơng nghiệp, khu đóng tàu, khu chế xuất khu kho vận đường biển trở thành khu cảng biển công nghiệp lớn tỉnh giai đoạn sau 2010 - Cảng tổng hợp Gò Dầu A: xây dựng để có bến dài 350 m, diện tích chiếm đất 17- 18 ha, công suất 1- 1,3 triệu tấn/năm, tiếp nhận tàu 5.000- 10.000 DWT - Cảng tổng hợp Gị Dầu B: xây dựng để có bến dài 990 m, diện tích chiếm đất 50 ha, cơng suất 1,5- 4,2 triệu tấn/năm, tiếp nhận tàu 15.000- 20.000DWT - Cảng tổng hợp Phước An: qui hoạch xây dựng cảng tổng hợp cảng container, gồm 12 bến có tổng chiều dài 3050 m, diện tích chiếm đất 152,5 ha, công suất 6- 10 triệu tấn/năm - Cảng chuyên dụng Phước Thái: mở rộng thêm để có bến tổng chiều dài 340 m, diện tích chiếm đất 120 ha, tiếp nhận tàu 10.000- 12.000 DWT, công suất 1,13 triệu tấn/ năm hàng khô 1,42 triệu tấn/năm hàng lỏng Ngoài ra, củng cố cảng chuyên dụng Super-photsphate Long Thành có bến dài 50 m, tiếp nhận tàu 3.000 DWT, công suất 0,3 triệu tấn/năm cảng Uniquegas có bến dài 130 m, tiếp nhận tàu 6.500 DWT, công suất 0,1- 0,2 triệu tấn/ năm + Khu cảng sơng Nhà Bè- Lịng Tàu: - Cảng tổng hợp Phú Hữu 1: triển khai xây dựng, qui hoạch cảng Phú Hữu cảng biển đầu mối tỉnh theo luồng sơng Nhà Bè- Lịng Tàu, có 3- bến tổng chiều dài 1200- 1500 m, công suất 2- triệu tấn/năm, tiếp nhận tàu 20.000 DWT - Cảng nhà máy đóng tàu 76: triển khai xây dựng phục vụ đóng sửa chữa tàu đến 50.000DWT, qui hoạch bến dài 426 m, diện tích chiếm đất 50 - Cảng xăng dầu: củng cố cảng Phước Khánh (1 bến dài 220 m, công suất 0,9 triệu tấn/năm, tiếp nhận tàu 25.000 DWT); cảng dầu nhờn Trâm Anh triển khai xây dựng (1 bến dài 60 m, tiếp nhận tàu 2.000- 5.000 DWT); cảng xăng dầu Comeco công ty CP vật tư xăng dầu (tiếp nhận tàu 25.000 DWT) - Cảng chuyên dụng khác: củng cố cảng gỗ mảnh Phú Đông (1 bến dài 146 m, công suất 0,3 triệu tấn/năm, tiếp nhận tàu 25.000 DWT) cảng gỗ dăm Viko Wochimex (1 bến dài 180 m, công suất 0,15 triệu tấn/năm, tiếp nhận tàu 15.000 DWT); tiếp tục triển khai xây dựng cảng VLXD Nhơn Trạch (1 bến dài 250 m, công suất 1,16 triệu tấn/năm, tiếp nhận tàu 20.000 DWT) cảng Sunsteel hàng xi măng, xỉ bột + Khu cảng sông Đồng Nai: - Cảng tổng hợp Đồng Nai: từ đến 2010, nạo vét luồng lạch mở rộng qui mô cảng Đồng Nai đảm bảo tiếp nhận tàu 5000 DWT, có bến tổng chiều dài 272 m, công suất triệu tấn/năm - Cảng tổng hợp Phú Hữu 2: qui hoạch xây dựng cảng biển cửa ngõ tỉnh sông Đồng Nai vào giai đoạn sau 2010, khả tiếp nhận tàu 30.000 DWT, có bến tổng chiều dài 2200 m, tổng diện tích bến 110 - Cảng chuyên dụng: củng cố cảng công ty Vật tư xăng dầu (tiếp nhận tàu 1000- 2500 DWT, công suất 17000 tấn/năm) cảng SCTGAS-VN (tiếp nhận tàu 1000 DWT, công suất 1600 tấn/năm) Ngoài dự kiến cảng tổng hợp tiềm phục vụ khu công nghiệp An Phước, Tam Phước, tiếp nhận tàu 5000 DWT (ii) Cảng sơng: + Khu vực TP.Biên Hồ: qui hoạch đến 2020 có 10 bến cảng số bến nhỏ, gồm cảng bách hố An Bình Tân Vạn, bến cảng VLXD Long Bình Tân (sẽ chuyển thành khu du lịch sau 2010) Hoá An, cảng xăng dầu Long Điền Bửu Long, bến hàng hố hành khách Thanh Bình, cảng Long Hưng số bến cảng nhỏ khác + Khu vực Long Thành: qui hoạch đến 2020 có 11 bến cảng, gồm cảng bách hố cửa sơng Bng, cảng bách hoá, VLXD, xăng dầu bến khách Gò Dầu, cảng VLXD ngã ba Láng Lun, cảng xăng dầu Long Hưng, bến khách xã Phước Hội, xã Phước Châu số bến nhỏ khác + Khu vực Nhơn Trạch: qui hoạch đến 2020 có 10 bến cảng, gồm cảng hàng bách hoá, VLXD, xăng dầu bến khách tập trung Phước Lương Phước An + Khu vực Vĩnh Cửu: qui hoạch Thiên Tân có bến cảng hàng bách hoá VLXD, Đại An có bến VLXD, Bình Hồ có bến xăng dầu bến khách, hồ Trị An có bến hàng hoá (Trị An, Cây Gáo, La Ngà, Phân trường 2, Thanh Sơn, Sa Mách) (b) Các tuyến đường sông Củng cố tuyến đường sông đảm bảo lưu thông an toàn cho tàu thuyền lại, tập trung đầu tư cải tạo luồng lạch, xây dựng hoàn chỉnh hệ thống phao tiêu, đèn hiệu tuyến sơng Đồng Nai, sơng Thị Vải sơng Lịng Tàu luồng vào cảng biển Củng cố phát triển tuyến đường sơng gồm: (i) Các tuyến vận tải hàng hố: + Tuyến đường sơng ngoại tỉnh: tuyến, gồm tuyến Biên Hoà- Vĩnh Cửu (52 km); tuyến Biên Hoà- khu vực ĐBSCL (342 km) qua S.Đồng Nai- S.Nhà BèS.Soài Rạp- Kênh Chợ Lách- S.Cổ Chiên- S.Mang Thít- Kênh Mang Thít- S.Hậu; tuyến Biên Hồ- Bình Dương (90 km); tuyến sơng Thị Vải- ĐBSCL gồm Thị Vải- Cần Thơ (238 km) Thị Vải- Hà Tiên (331 km) + Tuyến đường sông nội tỉnh: gồm tuyến Biên Hồ- cụm cảng sơng Bng (28 km) theo sông Đồng Nai sông Buông; tuyến xuất phát khu vực Nhơn Trạch theo sông Đồng Nai (20 km), sơng Nhà Bè (8,5 km), sơng Lịng Tàu (15 km), sông Đồng Môn (9 km), sông Đồng Kho (15 km), sông Tắc Nước Hôi (5 km) sơng Tắc Ơng Trúc (3 km); tuyến thượng nguồn sông Đồng Nai (37 km) sông La Ngà (65 km); tuyến lòng hồ Trị An (6 tuyến) (ii) Các tuyến vận tải hành khách: Các tuyến gồm tuyến Biên Hồ- Bình Hồ (25 km) sơng Đồng Nai, tuyến Biên Hồ- TP.Hồ Chí Minh (53 km) theo sơng Đồng Nai sơng Sài Gịn, tuyến Biên Hồ- Vũng Tàu theo S Đồng Nai- S.Nhà Bè- S.Lòng Tàu- S.Đồng Tranh- S.Tắc Nước Hơi- S.Gị Gia- S.Thị Vải biển đến Vũng Tàu Ngồi cịn có tuyến đò dọc đò ngang theo bến khách sông hồ Trị An