The Philippine Maritime Industry

The Philippine Maritime Industry

The maritime industry is considered as one of the cornerstone of international trade and a key turbine that drives globalization and competitiveness.

According to United Nations Conference on Trade and Development (UNCTAD), it is estimated that around 80 percent of the total trade volume and 70 percent by value is carried by sea.

A study of NTPP estimated that water transport carried 1.22 percent of total passengers and 42 percent of total freight in 2006. In 2012, local shipping carried 74 million tons of cargoes and 50 million passengers. Also in 2012, there is a total 8,112 marine vessels, 28 percent of which are cargo ships, 10% are tankers and tugboats, and 60 percent are passenger service.

From 2010-2012, 442 total importations by cargo vessels were recorded. In 2012, Cargo vessels posted an average age of 11 years old.

Domestic operators total 2,497, where 509 are corporate entities and 1,952 are single proprietors. Overall, they serve 14 primary routes and 102 secondary routes. Some 1,600 tertiary routes are served by motorboats/motorbancas. The primary routes are served by four (4) major shipping lines operating 17 long haul vessels. The secondary routes are served by RORO vessels numbering to 183 operated by 34 shipping companies.

Per the Maritime Review of UNCTAD in 2012, there were 68 Philippine overseas shipping companies. There are 126 registered Philippine overseas vessels. Trade cost is determined by shipping connectivity.

In 2013, about 12.2% of the total constant GVA for transport services is accounted by maritime services, 15.7% by air transport and 86.2% by land transport. Meanwhile, maritime transport services comprise only about 0.23% of the country’s gross domestic product (GDP) in the same period. On the other hand, the GVA for water transport services increased by 12.1% in 2012 to P15.5 billion from P13.8 billion in 2011. This however declined by 0.9% in 2013 to P15.3 billion.

Sea cargo traffic stood at 198.9 million metric tons (MMT), up by 11.8% from 178 MMT in 2011. This constituted more than 99% of the total cargoes during the period.

Philippine products per region

All regions, except Metro Manila, produce rice, corn, coconut, banana, pineapple, fish, livestock, and poultry with varying quantities. In addition, all regions produced assorted kinds of furniture and handicraft.

REGION	PRODUCTS
National Capital Region (NCR)	All the major industrial products above except ship but no agricultural and mineral products
Cordillera Administrative Region (CAR)	Fruits and vegetables, cut flowers, coffee, sweet potato, gold, copper, home-made processed food like strawberry jams, carved wooden articles, woven clothes
REGION I – Ilocos Region	Tobacco, mango, garlic, tomato, salt, cement, processed food like beverages and processed meat, woven clothes and pottery
REGION II – Cagayan Valley	Sugar, fruits and vegetables, fossilized flowers and leaves
REGION III – Central Luzon	Sugar, garlic, mango, chromite, processed food, cement, chemical products, textile and clothing, refined petroleum, ships, metal products, electronics
REGION IV A – CALABARZON (Cavite, Laguna, Batangas, Rizal and Quezon)	Sugar, lanzones, coffee, dairy products, coconut oil, electronics, cement, automotive, textile and clothings, home appliances, chemicals, refined petroleum
REGION IV B – MIMAROPA (Mindoro, Marinduque, Romblon and Palawan)	Gold, copper, nickle, chromite, coal, woven fabrics
REGION V – Bicol Region	Abaca, pineapple, abaca by-products such as paper, cordage, shoes and bags, coconut oil and other coconut by-products like coco coir
REGION VI – Western Visayas	Sugar, abaca, shell crafts, piña clothes
REGION VII – Central Visayas	Ube (yam), all kinds of furniture, electronics, ships, cement, processed foods and beverages
REGION VIII – Eastern Visayas	Coconut oil and other coconut by-products, fertilizer, copper concentrates
REGION IX – Zamboanga Peninsula	Seaweeds, bottled sardines, coal, gold, copper
REGION X – Northern Mindanao	Fresh and canned pineapple, cassava and cassava flour, seaweeds, fertilizer, metal products, cement
REGION	PRODUCTS
REGION XI – Davao Region	Major producer of banana and coconut, durian, coffee, cocoa, cut flower especially orchid, coconut oil, gold, copper
REGION XII – SOCCSKSARGEN (South Cotabato, Cotabato, Sultan Kudarat, Sarangani and General Santos City)	Major producer of corn, fresh and canned pineapple, papaya, asparagus, coal, copper, gold
REGION XIII – Caraga	Copper, nickel, cut flower, coffee, cocoa
ARMM (Autonomous Region of Muslim Mindanao)	Seaweeds, processed fish, woven fabrics, beads, metal craft

In recent years, the gap between actual and target exports is driven entirely by goods. Services exports have exceeded their targets since 2011, but this was not enough to offset the weak performance of goods, which accounts for 72% of total exports.

By any measure, the Philippines has been lagging behind its neighbors in export performance. In 2012, the country’s export of goods and services is only a quarter of Thailand’s, 53% of Vietnam’s and nearly just a third of Indonesia’s. Between 2006 and 2012, Philippine exports grew more slowly at 5.2% annually, compared to the double-digit growth of Vietnam (18.5%), Indonesia (11.1%) and Thailand (10.3%).

Moreover, Philippine exports contributed substantially less to national income (GDP) than exports of other ASEAN economies to their respective national incomes. The contribution of exports to GDP is about 57% in Malaysia, 43% in Thailand, and 41% in Vietnam, against only 19% in the Philippines.

A number of factors can explain the weaker performance of Philippine exports relative to exports of its neighbors. The trade competitiveness map of the Philippines reveals why growth has been constrained.

Ports in the Philippines

The maritime industry is also regarded as a vital component in attaining socio-economic development and inclusive growth. Since the Philippines is an archipelago, shipping is the major connector between islands and connects the sea-bounded country to international trade and commerce.

The following is a partial list of ports in the Philippines organized by Luzon, Visayas and, Mindanao. This list consists primarily of shipping ports.

LUZON
REGION	SIZE	PORT	CARGO HANDLING OPERATOR
Ilocos Region (Region I)	Small	San Fernando International Seaport (Poro Point Freeport Zone)	Poro Point Management Corporation
Cagayan Valley (Region II)	Small	Cagayan Freeport	Cagayan Economic Zone Authority
Central Luzon (Region III)	Medium	Subic Bay Port	Subic Bay International Terminal Corporation
Central Luzon (Region III)	Small	Port of Mariveles	Philippine Ports Authority
National Capital Region (NCR)	Large	Manila North Harbor	Manila North Harbour Port Incorporated
National Capital Region (NCR)	Large	Manila South Harbor	Asian Terminals Incorporated
National Capital Region (NCR)	Large	Manila International Container Terminal	International Container Terminal Services, Inc.
CALABARZON (IV-A)	Medium	Batangas Port	Asian Terminals Incorporated
CALABARZON (IV-A)	Medium	Batangas Container Terminal	Asian Terminals Incorporated
MIMAROPA (IV-B)	Small	Baseport Calapan	Calapan Labor Services Cooperative, Inc.
MIMAROPA (IV-B)	Small	Port of Coron	Prudential Customs Brokerage Service, Inc.
MIMAROPA (IV-B)	Small	Port of Puerto Princesa	Prudential Customs Brokerage Service, Inc.
MIMAROPA (IV-B)	Small	Port of Brooke’s Point	Prudential Customs Brokerage Service, Inc.
MIMAROPA (IV-B)	Small	Romblon Terminal	Romblon Integrated Arrastre Services
Bicol Region (Region V)	Small	Port of Pasacao	Daruanak Port Services, Inc.
Bicol Region (Region V)	Small	Tabaco Port	Tabaco Port Cargo Corp.
Bicol Region (Region V)	Small	Port of Legaspi	Regal Arrastre & Stevedoring, Inc.
Bicol Region (Region V)	Small	Port of Virac	Catanduanes Port Arrastre & Stevedoring Cooperative
Bicol Region (Region V)	Small	Port of Masbate	Masbate Consolidated Arrastre Inc.

VISAYAS
REGION	SIZE	PORT	CARGO HANDLING OPERATOR
Western Visayas (Region VI)	Small	Port of Culasi	Culasi Port Services, Inc.
Western Visayas (Region VI)	Small	Port of San Jose Buenavista	Antique Cargo Handling & Port Terminal Services, Inc.
Western Visayas (Region VI)	Medium	Port of Iloilo	Iloilo Integrated Arrastre Services, Co.
Central Visayas (Region VII)	Medium	Cebu International Port	Oriental Port and Allied Services Corporation
Central Visayas (Region VII)	Small	Port of Tagbilaran	Tagbilaran Maritime Services, Inc.
Eastern Visayas (Region VIII)	Small	Port of Calbayog	Samareños Integrated Cargo Handling Services, Inc.
Eastern Visayas (Region VIII)	Small	Port of Catbalogan	Catbalogan Port Authority
Eastern Visayas (Region VIII)	Small	Port of Tacloban	Leyte Integrated Port Services, Inc.
Eastern Visayas (Region VIII)	Small	Port of Isabel	Philippine Ports Authority, PMO Tacloban
Eastern Visayas (Region VIII)	Small	Port of Ormoc	New Eagle Arrastre Services
Negros Island Region (NIR)	Small	Port of Pulupandan	Philippine Ports Authority, PMO Pulupandan
Negros Island Region (NIR)	Small	Port of San Carlos	Philippine Ports Authority, PMO Pulupandan
Negros Island Region (NIR)	Small	Port of Guihulngan	TP Cargo Handling Services
Negros Island Region (NIR)	Small	Port of Dumaguete	Prudential Customs Brokerage Service, Inc.

MINDANAO
REGION	SIZE	PORT	OPERATOR
Zamboanga Peninsula (Region IX)	Small	Port of Zamboanga	· Unified Stevedoring and Arrastre Corporation · PTC-Mindanao Port Services, Inc. · Zamboanga Arrastre and Stevedoring Corporation
Northern Mindanao (Region X)	Small	Port of Ozamiz	Integrated Port Services of Ozamiz
Northern Mindanao (Region X)	Small	Port of Tubod	Tubod Arrastre Services, Inc.
Northern Mindanao (Region X)	Small	Port of Iligan	IMASCO Arrastre and Stevedoring Co., Inc.
Northern Mindanao (Region X)	Small	Port of Cagayan De Oro	Oroport Cargo Handling Services, Inc.
Davao Region (Region XI)	Small	Port of Mati	Eastern Pacific Arrastre Stevedoring Corporation
Davao Region (Region XI)	Small	Piso Point Global Port	Piso Point Development Corporation
Davao Region (Region XI)	Medium	Port of Davao	· Davao Integrated Port Stevedoring Services, Corp. · Filipinas Port Services. Inc.
SOCCSKSARGEN (Region XII)	Small	Port of Kalamansig	Buenaflor Arrastre & Stevedoring Services
SOCCSKSARGEN (Region XII)	Small	Port of General Santos	South Cotabato Integrated Port Services, Inc.
Caraga (Region XIII)	Small	Port of Surigao	Prudential Customs Brokerage Services, Inc.
Caraga (Region XIII)	Small	Port of Butuan	Concord Arrastre & Stevedoring Corp
Caraga (Region XIII)	Small	Port of Nasipit	PPA-Nasipit Port Services

Philippine Port Connectivity

a. Domestic

MANILA TO OTHER PORTS OF LUZON
Port Manila to:	Distance (km)	Travel Time
Port Irene	766.81	1 day, 5 hours
Port Aparri	734.21	1 day, 4 hours
San Fernando International Seaport	411.93	15 hours
Port of Subic Bay	128.84	4 hours
Port of Bataan (Mariveles)	42.64	1 hour
Port of Batangas	187.31	7 hours
Port of Puerto Princesa	703.97	1 day, 3 hours
Port of Tabaco/Legazpi	741.83	1 day, 4 hours

MANILA TO OTHER PORTS OF VISAYAS
Port Manila to:	Distance (km)	Travel Time
Port of Iloilo	684.05	1 day, 2 hours
Port of Cebu	780.90	1 day, 6 hours
Port of Tagbilaran	845.26	1 day, 8 hours
Port of Tacloban	721.25	1 day, 3 hours
Port of Isabel	683.21	1 day, 2 hours
Port of Pulupandan	681.94	1 day, 2 hours
Port of San Carlos	675.96	1 day, 2 hours
Port of Dumaguete	844.12	1 day, 8 hours

MANILA TO OTHER PORTS OF MINDANAO
Port Manila to:	Distance (km)	Travel Time
Port of Zamboanga	977.26	1 day, 13 hours
Port of Ozamiz	947.90	1 day, 12 hours
Port of Iligan	938.94	1 day, 12 hours
Port of Cagayan De Oro	973.23	1 day, 13 hours
Port of Bugo	975.75	1 day, 13 hours
Port of Davao	1,526.97	2 days, 10 days
Port of General Santos	1,367.08	2 days, 4 hours
Port of Surigao	887.38	1 day, 10 hours
Nasipit Port	958.88	1 day, 12 hours
Port of Bislig	1,141.50	1 day, 20 hours

b. International

APEC COUNTRIES
Country	Busiest Port	Operator	Distance from Manila Port (km)	Travel Time
Australia	Port of Melbourne	Port of Melbourne Corporation	8,172.12	13 days, 3 hours
Brunei	Port of Muara	Muara Container Terminal Sdn Bhd	1,279.59	2 days, 1 hour
Canada	Port Metro Vancouver	Vancouver Fraser Port Authority	10,833.90	17 days, 9 hours
Chile	Puerto San Antonio	Multi-operated Terminal	17,983.82	28 days, 21 hours
China	Port of Shanghai	Shanghai International Port Company Ltd.	2,076.07	3 days, 8 hours
Chinese Taipei (Taiwan)	Port of Kaohsiung	Taiwan International Ports Corporation	1,090.45	1 day, 18 hours
Hong Kong, China	Port of Hong Kong	Marine Department of the Hong Kong Special Administrative Region (SAR)	1,192.38	1 day, 21 hours
Indonesia	Port of Tanjung Priok	PT Pelabuhan Indonesia II (Persero)	2,912.90	4 days, 16 hours
Japan	Port of Tokyo	Tokyo Port Terminal Corporation	2,044.34	5 days, 6 hours
Malaysia	Port Klang	Port Klang Authority	2,817.41	4 days, 12 hours
Mexico	Manzanillo Port	Port Authority of Manzanillo, Incorporated	14,179.66	22 days, 18 hours
New Zealand	Port of Auckland	Ports of Auckland Limited (POAL)	8,532.62	13 days, 17 hours
Papua New Guinea	Lae Port	PNG Ports Corporation Limited	4,181.20	6 days, 17 hours
Peru	Puerto de Callao	Empresa Nacional de Puertos S.A.	18,497.29	29 days, 17 hours
Russia	Big Port St. Petersburg	JSC Sea Port of St. Petersburg	19,718.28	31 days, 6 hours
Singapore	Port of Singapore	PSA Singapore	2,446.08	3 days, 22 hours
South Korea	Port of Pusan	Busan Port Authority	2,606.84	4 days, 4 hours
Thailand	Laem Chabang Port	Laem Chabang International Terminal Co., Ltd.	2,673.79	4 days, 7 hours
United States of America	Port of Los Angeles (America’s Port)	Los Angeles Harbor Department	12,094.54	19 days, 10 hours
Viet Nam	Port of Ho Chi Minh City (Saigon New Port)	Saigon Newport Company	1,745.28	2 days, 19 hours

Philippine Port Authority: Port Tariff

a. Charges on vessel

Vessels engaged in foreign trade, including those engaged in barter trade, that enter any port, whether private or government, shall be charged PORT DUES on feach call based on GRT, as follows:

US$0.081

Vessels engaged in foreign trade, including those engaged in barter trade, that berth at any port of call shall also be charged DOCKAGE at BERTH per GRT per calendar day or fraction thereof, as follows, provided that, for purposes of computation, a maximum of 50,000 GRT shall be used:

At a Government Port	US$0.039/GRT
At a Private Port officially registered with PPA	US$0.020/GRT

Vessels engaged in foreign trade that do not berth but drop anchor at either a government or privately- owned port, whether operated exclusively or commercially, shall also be charged DOCKAGE at ANCHORAGE of one-half (1/2) of the corresponding dockage at berth at a government port, subject to the same maximum 50,000 GRT, as follows:

US$0.020

Pursuant to the terms of the BIMP-EAGA agreement, vessels carrying the flag of Indonesia, Brunei, and the Philippines which are accredited to operate under the BIMP-EAGA program shall be entitled to the following special port charges against vessels:

Port dues	US$0.040 per GRT
Dockage	US$0.020 per GRT per day or fraction thereof

Vessels engaged in domestic trade that berth or drop anchor at any government port shall be charged a DOMESTIC DOCKAGE FEE (USAGE FEE), as follows:

	Jan. 01 2007	Jan. 01 2008	Jan. 01 2009
6 to 100 GRT per calendar day or fraction thereof	P61.00	P72.00	P82.00
Over 100 GRT per GRT per calendar day or fraction thereof	P0.60	P0.70	P0.80

5.1 Domestic vessels calling at officially registered private ports shall be charged at one-half (1/2) of the Domestic Dockage Fee at a government port.

5.2 Registered bay and river trade vessels shall also be charged one-half (1/2) of the required Domestic Dockage Fee but in no case less than or more than the following charges for a calendar day or fraction thereof:

	Jan. 01, 2007	Jan. 01, 2008	Jan. 01, 2009
Not less than	P61.00	P72.00	P82.00
Not more than	P308.00	P360.00	P413.00

5.3 Lay-up fee for domestic vessels shall be one-half (1/2) of the applicable Domestic Dockage Fee.

Yachts/pleasure crafts staying at a duly registered marina that comply with PPA rules on private ports, specifically on payment of privilege fees shall not be liable to the payment of DOMESTIC DOCKAGE FEE (Usage Fee).

Yachts/pleasure crafts from 6 GRT up to 100 GRT calling at government ports shall be liable to the payment of DOMESTIC DOCKAGE FEE (Usage Fee) at P40.00 per calendar day or fraction thereof. Pleasure crafts of more than 100 GRT shall be charged at P0.40 per GRT Per calendar or fraction thereof.

Idle vessels occupying dockside berth at any government port despite a shifting order from the Port Manager or his authorized representative to give way to an incoming operating vessel, shall be assessed a charge of 300% of applicable dockage fee for foreign vessels and 500% of the applicable DOMESTIC DOCKAGE FEE (Usage Fee) for domestic vessels, provided, that the payment of such assessed fees shall be made by the owners, agents or representatives prior to actual departure from berth.

Vessels occupying dockside berth at any government port, but are subject of a restraining order, injunction, writ of attached, and other similar orders by a competent court or authority shall be assessed a charge of 600% of the applicable dockage for foreign vessels, and 1,000% of the applicable DOMESTIC DOCKAGE FEE (Usage Fee) for domestic vessels; provided, that the payment of such assessed fees shall be made by the party granted the favorable judgement or order, and, provided further, that the same is made immediately after the court or competent authority’s decision.

b. Charges on cargoes

All non-containerized foreign cargoes coming in (imported), going out (exported) or transshipped through a government-owned wharf shall be charged WHARFAGE for the use of port facilities on the basis of the total metric or revenue tonnage whichever is applicable, rounded off to the nearest ton, as follows:

If Imported
a.	Cargoes in Sack/Bags/Bulk/Uncrated Live Animals/Steel Products Logs and Lumber/Heavy Lift Per Metric Ton	P36.65
b.	Others Per Revenue Ton	P30.55
If Exported
a.	Cargoes in Sack/Bags/Bulk/Uncrated Live Animals/Steel Products Logs and Lumber/Heavy Lift Per Metric Ton	P18.35
b.	Others Per Revenue Ton	P15.25
Foreign Transhipment A single charge per metric or revenue ton payable by shipping agent
a.	Cargoes in Sacks/Bags/Bulk/Steel Products, Logs and Lumber/Heavy Lift Per Metric ton	US$0.833
b.	Others Per Revenue Ton	US$0.694
PROVIDED that the minimum charge shall be P10.00

All containerized foreign cargoes (FCL or LCL singles) shall be charged WHARFAGE per box as follows:

If Imported
20 – ft	P519.35
35 – ft	P656.85
40 – ft	P779.05
45 – ft	P916.50
If Exported
20 – ft	P259.70
35 – ft	P329.95
40 – ft	P391.05
45 – ft	P458.25
Foreign Transhipment
Per TEU	US$ 1.00

PROVIDED, that if cargoes in a box are owned by more than one (1) shipper/consignee, that is, LCL containers, the WHARFAGE for non-containerized cargoes shall apply; and

PROVIDED FURTHER that NO WHARFAGE shall be charged on empty containers, I.e. without contents of any sort.

All non-containerized domestic cargoes shall be charged WHARFAGE as they enter or leave a government-owned wharf on the basis of their total revenue or metric tonnage rounded off to the nearest ton, as follows:

Domestic Wharfage Fee	Jan. 1, 2007	Jan. 01, 2008	Jan. 01, 2009
Non-containerized Cargoes Cargoes in Sacks/Bags/Bulk/ Uncrated Live Animals/ Steel Products/Logs and Lumber/ Heavy Lift Per Metric Ton	P6.00	P7.00	P9.00
Others Per Revenue Ton	P5.00	P6.00	P7.00
Minimum Charge	P10.00	P12.00	P15.00
10′ Box or shorter	P43.00	P52.00	P63.00
20′ Box	P86.00	P105.00	P126.00
35′ Box	P107.00	P131.00	P157.00
40′ Box	P129.00	P157.00	P189.00
45′ Box	P151.00	P184.00	P221.00

3.1 Domestic cargoes, whether containerized or not, that are loaded/discharged at anchor without using any government wharf or at officially registered private ports shall be charged one-half (1/2) of the usual Domestic Wharfage Fee.

PROVIDED FURTHER, that NO WHARFAGE shall be charged on an empty box, i.e. without contents of any sort.

The WHARFAGE for all foreign and domestic cargoes whether containerized or not that are loaded or discharged from a vessel at anchor without using any government wharf or at an officially registered private port whether operated exclusively or commercially, shall be one-half (1/2) of the corresponding charge a government-owned port.

c. CHARGES ON STORAGE

STORAGE shall be charged on cargoes that remain in any government-owned port beyond the “free- storage period”. the said period is defined for all types of cargoes as follows:

For Imported Cargoes	Five (5) calendar days after the day that the last item of cargo is discharged from the carrying vessel
For Export Cargoes	Four (4) calendar days from the day that the cargo is received at the port
For Foreign Transhipment	A total of fifteen (15) calendar days from the day of arrival to the day of departure
For Domestic Cargoes Entering any port	Two (2) calendar days after the date of cargo entry into the port
For Domestic Cargoes Discharged at any port	Two (2) calendar days after the day that the last item of cargo is unloaded from the carrying vessel.
For Domestic Cargoes that are “Shutout” (not loaded on their scheduled vessel)	Two (2) calendar days after vessel’s departure

PROVIDED that if the cargo is not loaded as scheduled, the resulting fee shall be paid for by whoever is at fault.

The STORAGE for non-containerized cargoes shall be determined on the basis of the number of calendar days that the cargo stays in port after the “free storage period” and the total revenue tonnage of the cargo according to the following schedule per revenue ton per day or fraction, as follows:

Imported Cargoes	P7.50
Cargoes for Export	P3.75
Foreign Transhipment	US$0.171
Domestic Cargoes	P5.65

The STORAGE of a container whether or not it contains cargo shall be determined on the basis of the number of calendar days the cargo stays in port after the prescribed “Free Storage Period” as follows:

Imported Box

New storage charges after free storage period (fsp) of the (5) days in php (₱)

6^th – 10^th

day

11^th – 15^th

day

6^th – 20^th

day

21^st – 25^th

day

26^th – 30^th

day

31^st day

and beyond

20 footer
35 footer
40 footer
45 footer

481.30
842.20
962.60
1,082.90

529.43
926.42
1,058.86
1,191.19

577.56
1,010.64
1,155.12
1,299.48

625.69
1,094.86
1,251.38
1,407.77

673.82
1,179.08
1,347.64
1,516.06

721.95
1,263.30
1,443.90
1,624.35

Exported Box

New storage charges after the fsp of four (4) days in php (₱)

5^th – 6^th

day

7^th– 11^th

day

12^th -16^th

day

17^th -21^st

day

22^nd -26^th

day

27^th -31^st

day

32^nd day

and beyond

20 footer
35 footer
40 footer
45 footer

60.15
105.30
120.30
134.40

120.30
210.60
240.60
268.80

132.33
231.66
264.66
295.68

144.36
252.72
288.72
322.56

156.39
273.78
312.78
349.44

168.42
294.84
336.84
376.32

180.45
315.90
360.90
403.20

Transshipped Box

NEW STORAGE CHARGES AFTER (FSP) OF FIFTEEN (15) DAYS IN USD ($)

16^th – 20^th

day

21^st – 25^th

day

36^th – 30^th

day

31^st – 35^th

day

36^th – 40^th

day

41^st day

and beyond

20 footer
35 footer
40 footer
45 footer

10.94
19.14
21.88
24.44

12.03
21.05
24.07
26.88

13.13
22.97
26.26
29.33

14.22
24.88
28.44
31.77

15.32
26.80
30.63
34.22

16.41
28.71
32.82
36.66

Domestic Box
10 – ft	P63.45
20 – ft	P180.50
35 – ft	P314.90
40 – ft	P360.95

The PPA Board of Directors shall have the power to adjust or suspend the “free storage period” and/or increase the storage charges for ports declared by it as congested. PROVIDED, that foreign transshipment containers hall not be subject to the said escalation.

PROVIDED, that foreign transhipment containers shall not be subject to the said escalation.

ENVIRONMENTAL FACTORS THAT AFFECT FREIGHT SHIPPING

Ship weather routing is a method that finds the most optimal track to avoid rough weather and to find the minimal fuel, time or cost route between ports.

Environmental factors of importance to ship weather routing are those elements of the atmosphere and ocean that may produce a change in the status of a ship transit. In ship routing, consideration is given to wind, seas, fog, ice and ocean currents.

Wind

The effect of wind speed on ship performance is difficult to determine. In light winds (less than 20-knots), ships lose speed in headwinds and gain speed slightly in following winds. For higher wind speeds, ship speed is reduced in both head and following speeds. This is due to the increased wave action, which even in following seas results in increased drag from steering corrections and indicates the importance of sea conditions in determining ship performance.

In dealing with wind, it is also necessary to know the ship’s sail area. High winds will have a greater adverse effect on a large, fully loaded tanker of similar length. This effect of beam winds over several days at sea can also be considerable. For sailing vessels, the wind is critical and accurate forecasts are vital to a successful voyage.

Wave height

Wave height is the major factor affecting ship performance. Wave action is responsible for ship motions, which reduce propeller thrust and cause increased drag from steering corrections. The relationship of ship speed to wave direction and height is similar to that of wind. Head seas reduce ship speed, while following seas increase ship speed slightly to a certain point, beyond which they retard it.

In heavy seas, exact performance may be difficult to predict because of the adjustments to course and speed for ship handling and comfort. Although the effect of sea and swell is much greater for large commercial vessels that is wind speed and direction, it is difficult to separate the two in ship routing.

Fog

Fog, while not directly affecting ship performance, should be avoided as much as feasible, in order to maintain normal speed in safe conditions. Extensive areas of fog during summertime can be avoided by selecting a lower latitude route than one based solely upon wind and seas. Although the route may be longer, transit may be less due to having to reduce speed in reduced visibility. In addition, crew fatigue due to increased watch keeping vigilance can be reduced.

North wall effect

During the Northern Hemisphere fall and winter, the waters to the North of the Gulf Stream in the North Atlantic are at their coldest, while the Gulf Stream itself remains at a constant relatively warm temperature. After passage of a strong cold front or behind a developing coastal low pressure system, Arctic air is sometimes drawn off the Mid-Atlantic coast of the United States and out over the warm waters of the Gulf Stream by northerly winds.

This cold air is warmed as it passes over the Gulf Stream, resulting in rapid and intense deepening of the low pressure system and higher than normal surface winds. Higher waves and confused seas result from these winds. When these winds oppose the northeast set of the current, the result is increased wave heights and a shortening of the wave period. If the opposing current is sufficiently strong, the waves will break. These phenomena are collectively called the north wall effect, referring to the region of most dramatic temperature change between the cold water to the north and the warm Gulf Stream water to the south.

The most dangerous aspect of this phenomenon is that the strong winds and extremely high, steep waves occur in a limited area and may develop without warning. Thus, a ship that is laboring in near-gale force northerly winds and rough seas, proceeding on a northerly course, can suddenly encounter storm force winds and dangerously high breaking seas. Numerous ships have foundered off the North American coast in the approximate position of the Gulf Stream’s north wall.

A similar phenomenon occurs in the North Pacific near the Kurishio Current and off the Southeast African coast near the Agulhas Current.

Ocean currents

Ocean currents do not present a significant routing problem, but they can be a determining factor in route selection and diversion. This is especially true when the points of departure and destination are at relatively low latitudes. Direction and speed of ocean currents are more predictable that wind and seas, but some variability can be expected. Major ocean currents can be disrupted for several days by very intense weather systems such as hurricanes and by global phenomena such as El Niño.

Ice

The problem of ice is twofold: floating ice (icebergs) and deck ice. If possible, areas of icebergs or pack ice should be avoided because of the difficulty of detection and the potential for collision. Deck ice may be more difficult to contend with from a ship routing point of view because it is caused by freezing weather associated with a large weather system. While mostly a nuisance factor on large ships, it causes significant problems with the stability of small ships

Latitude

Generally, the higher the latitude of a route, even in the summer, the greater are the problems with the environment. Certain operations should benefit from seasonal planning as well as optimum routing.

Ship and cargo characteristics

Aside from the effects of weather, ship and cargo characteristics should be considered because of its significance on the application of the ship weather routing. Ship size, speed capability, and type of cargo are important considerations because it can be used to identify the vulnerability of the ships to adverse conditions and its ability to avoid them.

Normally, ships with higher speed capability and lighter loads will have shorter routes that ships with lower speed capability or heavier cargoes. Some routes are unique because of the type of ship or cargo. Avoiding one element of weather to reduce pounding or rolling may be of prime importance.

The benefits of a successful ship weather routing are primarily in time and cost reductions and increased safety. The savings in operating costs are derived from reductions in transit time, heavy weather encounters, fuel consumption, cargo and hull damage, and more efficient scheduling of dockside activities.

The savings are further increased by fewer emergency repairs, more efficient use of personnel, improved topside working conditions, lower insurance rates as preferred risks under weather routing and ultimately, extended ship-operating life.

PORT INFRASTRUCTURE

In terms of the country’s ports, the government has done a wonderful job, due primarily to the effective governance of the PPA. During the past administration, the goal of the agency was to turn at least 10 major gateways into world-class international ports within a projected time-frame. It appears that the PPA is well on its way of meeting its target and projection toward such end.

The current port administration complemented the lofty target by introducing automation and streamlining processes in the country’s major ports and outports. The initiatives did not only ensure that these facilities will be serving as gateways for people, trade and commerce, they will actually be serving more people and goods at less the time.

There is also a great possibility that, given the status of the Philippines as a maritime country brimming with potentials, the advent of the Asean economic integration may actually bring forth foreign investments in ports, port infrastructure and port operations. Thus, it is imperative that the Philippines needs to review its cabotage policy and lay down the right framework to pave the way for the entry of foreign investments in the country’s port system.

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Resources

https://www.searates.com/maritime/philippines.html

http://www.ppa.com.ph/

http://www.worldportsource.com/ports/PHL.php

http://www.silent-gardens.com/sea-ports.php

http://msi.nga.mil/MSISiteContent/StaticFiles/NAV_PUBS/APN/Chapt-38.pdf

http://www.answers.com/Q/What_are_the_regions_of_the_Philippines_and_their_products

http://www.marina.gov.ph/

The Philippine Maritime Industry