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Christina Prieser
Transport Economist, HPC Hamburg Port Consulting GmbH
Rommel C. Gavieta Arch., MA(URP), MSC Eng)
Chief Strategy Officer, All Asia Resources and Reclamation Corp.
3.2%
Demand-side growth
contribution
4.5%
1.3%
2014:
Current challenges:
Low level of FDI
Industrial sector largely based on processing and assembly
operations in the manufacturing of electronics and other high-tech
components, usually from foreign companies and located in SEZ
Consumption and import driven economy
Backlog in infrastructure investments
High unemployment
Investment growth
contribution
Lack of port infrastructure in Asia: insufficient port capacity and productivity are restraints on trade growth, with Asias trade likely to
suffer most from delays in upgrading infrastructure
Intra-Asian trades are growing fast, over 60 million TEU 2014 compared to 49 million TEU only a few years ago; they mainly consist
of trade in containerised manufactures and perishable foods, driven by growing consumer demand generated by increasing
prosperity
Cascading effect leads to ships in intra-Asian trade getting bigger: average vessel size today 3,235 TEU, in future average ships of
4,000-5,000 TEU can be expected
New and changing shipping alliances lead to restructuring of services with consequences for regional shipping structures
Today in Manila, shipping lines discharge limited number of containers; with more slot-sharing and calls of larger ships at a new
deep sea port, operations can be organised more efficiently
Major production centre south of Manila in the SEZ, which creates containerised exports and imports; a seaport closer than the
present terminals in Manila is considered valuable
Stakeholders agree, additional port capacities in Metro Manila needed in 5-10 years time
Further handling capacities for break bulk are needed, especially the
cement industry is investigating additional port facilities and steel import
demand is high
Per capita consumption of cement in the Philippines is less than 200kg,
while in Thailand 367kg, and in Malaysia 616kg; global average stands at
536kg per capita
Steel product consumption per capita is expected to grow from currently
50kg to 130kg in 2030; this compared to present average consumption of
225kg per capita worldwide and of 258kg per capita in Asia
Possible long term growth prospects for the Philippine cement and steel
demand due to a rise in construction activity, government infrastructure
spending, and the reconstruction of typhoon and earthquake affected areas
Expected positive development of the construction sector may also require
a facility to unload heavy lift / project cargo, for which a port facility in
proximity to the industrial centres in the south, with deep water access and
modern facilities can be favourable
Batangas Oil
Terminals
Additional port facilities will be required in Manila in a few years due to capacity restrictions of existing terminals
A location close to and south of Metro Manila allows access to the main consumption area and the main industrial region without
need for crossing the city, avoiding critical truck transports
Direct new road connection with good hinterland access is a pre-requisite for the success of a new port
Metro Manila total land area of 638 square kilometers is only 0.21% of the
total land area of the Philippines 300,000 square kilometers and has an
urban area that ranks as the world's fifth largest urban area
Metro Manila has a population of approximately 12million (2010 census)
that is 12% of the total population of the Philippines.
Metro Manila has an urban population density that is approximately 38,000
people per square mile (14,500 per square kilometer) which is more than
double the population density of Ville de Paris.
Manila, Pateros and Caloocan are the top 3 most densely populated cities
in the world. Manila has a population density of 42,857 people living per
square kilometer.
The number of informal settler families in Metro Manila is already more than
half a million. This number is already 20% of the total number of household
in Metro Manila. 41% of these informal settlers are located in government
owned lands while 34% are in privately owned lands.
20% of the total income of the poor in Metro Manila is spent on
transportation. This percentage is more than what they spend for rice
(15%), utilities (6.97%), health (2.99%), clothing (2.96%) and education
(3.37%).
Metro Manila contributed 36% of national GDP last year where Metro Manilans
has a per capita GDP that earned 3-times higher than the national average.
Metro Manila has a total of 1,086 km of national roads or 3.5% of the total
39,370 kilometers of roads nationwide.
Metro Manila has the longest length of national bridges at 1,919 linear meters
per 100,000 population, which is more than five times the national ratio of 376
linear meters per 100,000 population..
Study showed that for a mega-city like Metro Manila, 25 percent of the total
land area should be allotted for roads. Based on the MMDAs records, only
5,000 kilometers of road network is in place instead of the ideal 8,000
kilometers. Lawyer Emerson Carlos, MMDA assistant general manager for
operations.
Right now, 260,000 vehicles travel per direction along the main thoroughfare
on a daily basis. The total number of vehicles traverse EDSA is 520,000
vehicles per day. MMDA chairman Francis Tolentino had admitted that the
volume of vehicles using EDSA remains a problem. He said EDSAs carrying
capacity is 160,000 vehicles per direction.
NCR has the highest number of registered MV (at 2.115 million MVs) out of 7.463MV
nationwide (2014).
Approximately 13% are for hire vehicles which includes buses, trucks, trailers and public
transportation vehicles
NCR also has at 19,050 registered MVs per 1000,000 (2014) has highest number of
MVs registered per 100,000 population
NCR has the highest ratio of registered MVs to length of national road at 902 MVs per
kilometer or The National Capital Region has only one kilometer of national and local
government road per 424 vehicles
Travel speed in most major roads in Metro Manila quite slow at less than 20 kph and
even less than 10 kph in some major roads including Aguinaldo Highway in Cavite
Province.
The Port of Manila, which handles 80% of the Philippines' maritime cargo, is badly in need of expansion. It is notorious for bottlenecks and delays. Goods
pile up, and ships are often left waiting offshore.
ICTSI concession is until 2038 with right to expand the capacity of Manila International Container Terminal
At the start of this year, Port of Manila and Manila International Container Terminal were reported to be in all essence full, at 98% capacity with congestion at the
port continuing to be a major problem. The terminal, which handles 65 percent of Manilas cargo, is operating at
more than 90 percent of its capacity, Christian Gonzalez COO of ICTSI said. It doesnt usually exceed 60
percent this time of year.
Vessels are currently taking 3-5 days from arrival to berth in the docks and average transit times via Manila have increased by as much as 7 days. Long
waiting times outside and within the port are also major problem. The combination of these has heavily pushed up prices.
The Manila International Container Terminal (MICT) and Manila South Harbor currently have a backlog of 73,500 container vans. To resolve the port
congestion, government must fast-track the transfer of empty containers to other under-utilized ports, Ortiz-Luis said, Philippine Exporters
Confederation, Inc. .
Port congestion fees are now being charged at $100-$200 along with $300 emergency recovery costs. Average trucking prices have increased from
P8,000 (107 GBP) to P30,000 (402 GBP).
Port Accessibility Is also Congested
Christian Gonzalez said that the port, which cant be accessed without going through Manilas roads, handles more than half of the nations overseas freight.
Manilas docks as a rush-hour truck ban threatens to dent growth in the Philippines, Southeast Asias fastestexpanding economy.
MMDA Chairman Francis Tolentino said EDSA's carrying capacity is 160,000 vehicles per
direction. Right now, 260,000 vehicles travel per direction along the main thoroughfare on
a daily basis. "Ang total number of vehicles na nag-ta-traverse sa EDSA ay 520,000
vehicles per day. Magbanggaan lang ang dalawa diyan, wala na tayo," he said.
The following are the busiest roads in Metro Manila mainly comprised of highways and
streets forming its circumferential and radial road network:
1)C-3 (Araneta Avenue, Gil Puyat Avenue, Ayala Avenue)
2)C-4 (EDSA, Samson Road, Letre)
3)C-5 (C.P. Garcia, E. Rodriguez, Katipunan)
4)R-1 (Roxas Boulevard, Bonifacio Drive)
5)R-2 (Taft Avenue)
6)R-7 (Espaa Avenue, Quezon Avenue)
7)R-5 (Legarda Street, Ramon Magsaysay, Shaw Boulevard, Pasig Boulevard)
8)R-6 (Aurora Boulevard, Marcos Highway)
9)Gil Puyat Avenue
10)Ortigas Avenue
11)R-7 (Espana Boulevard, Quezon Avenue, Commonwealth Avenue)
12)R-9 (Rizal Avenue, McArthur Highway)
Port of
Manila and
Manila
International
Container
Terminal
Sangley
Point site of
proposed
Philippine
Global
Gateway
Impact of the port congestion Survey results indicate that the cost
of shipping a 20-foot or a 40-foot container by truck doubled after
the truck ban
Manilas main problem seems to be outside the Port. Notorious for its traffic congestion, the solution devised by the citys
administration was originally to ban container trucks from using Manilas streets from 5am to 9pm.
The port accessibility for more than 50% of the countrys international freight is constricted thru the existing national and LGU road
network of the City of Manila.
Port congestion in Manila needs a fundamental understanding of lack of offsite infrastructure and of need for development policy for
future port capacity demand
Impact of the port congestion Survey results indicate that the cost of shipping a 20-foot or
a 40-foot container by truck doubled after the truck ban. Likewise, port congestion led to
time delays in cargo releasing. The economic cost of the port congestion during the
seven-month period that the truck ban was in effect is estimated at PHP 43.85 billion due
to decrease in BOC revenues, output and productivity losses, and vehicle operating costs.
Source: Port congestion and underutilization in the Greater Capital Region: Unpacking the issues Epictetus E. Patalinghug,
Gilberto M. Llanto, Alexis M. Fillone, Noriel C. Tiglao, Christine Ruth Salazar, Cherry Ann Madriaga, and Ma. Diyina Gem
Arbo Philippine Institute for Development Studies No. 2015-07 (March 2015)
http://dirp4.pids.gov.ph/webportal/CDN/PUBLICATIONS/pidspn1507.pdf
Source: Port congestion and underutilization in the Greater Capital Region: Unpacking the issues Epictetus E.
Patalinghug, Gilberto M. Llanto, Alexis M. Fillone, Noriel C. Tiglao, Christine Ruth Salazar, Cherry Ann Madriaga,
and Ma. Diyina Gem Arbo Philippine Institute for Development Studies No. 2015-07 (March 2015)
http://dirp4.pids.gov.ph/webportal/CDN/PUBLICATIONS/pidspn1507.pdf
Integrated Transportation
Facilities
The concept of ARRC is based on a greater vision of a combined international gateway with a
holistic approach, integrating dependent systems and layers to one unique long term solution
ICTSI concession is until 2038 with right to expand the capacity of Manila
International Container Terminal
Manila International Container Terminal (MICT) is set to finish the first
stage expansion of Yard 7 before the end of 2015 The new development
will increase by 18% the terminal's existing import capacity - considered
key by the company to optimising terminal usage - an important
consideration in Manila where congestion has been a real problem in the
past year.
(ICTSI) added 4 ha of yard capacity to MICT with the completion of Phase
1 of its Berth 7 yard development. The new area is intended to be an
empty container depot (ECD), which can store up to 4,300 containers in
moderate wind conditions. Next to it are two more hectares, which will be
completed by the end of 2015. Upon completion, the entire area of Phase
1 will store 6,500 containers.
The new yard is part of ICTSI's USD35 million MICT expansion project will
add approximately 500,000 teu of yard capacity to the Manila facility. The
full expansion will take 20 months.
As well as the new yard is the development of a 21 ha inland container
depot (ICD) in Laguna. Some USD30 million has been earmarked for this.