Additionally, due to higher oil prices, the PAT has announced a fuel surcharge. It’s estimated that the extra fee will increase PAT’s revenue about 170 million Baht per year. Thus, exporting costs will be higher for shippers.

     Limiting throughput to one million TEUs has proven to be unrealistic. The Bangkok Port’s throughput has been increasing for many years and is expected to further grow this year. It is projected that cargo passing through the Port will reach 1.5 million TEUs by the end of the year. One reason for this is the cancelled Lat Krabang ICD contracts by alternative shipping lines.

    Space management in the Port has still not been resolved. At the moment, there are no further expansion plans for the Port. Moreover, the Port is improving its terminal area causing container placement mix-ups. The area once reserved for placing empty containers is now being used for outbound containers.

    Traffic congestion around the port area is still a problem. The BSAA has proposed a solution using a separating gate: one for inbound cargo and another for outbound cargo. The inbound cargo will use the gate near Transit Shed No.1-2, which is already fenced while the outbound cargo will use the other gate. The Port has a plan to resolve congestion by expanding the terminal area and the fence near the PTT Plc’s office building.

    The coastal service is presently not being used in accordance with its objective. The intention of the service is to support domestic transportation by moving cargo through the water to help reduce road transport. The Port closed the terminal near Transit Shed No.1-2 to support the coastal service, but use of the Port for international cargo rather than domestic cargo has worsened congestion. Thus, the goal to support the Laem Chabang Port is also not being achieved.

Laem Chabang Port
    Under private sector management, Laem Chabang has not found any cargo handling difficulties, though it suffers from traffic congestion around the terminal. Presently, there is construction to increase the number of roads and bridges, especially those near intersections. These construction projects will cause heavy traffic delays in the area around the Port as the infrastructure, such as the narrow entrance, has not kept pace with the Port’s growth.

Regional Ports
    The Ranong Port has been in official operation since July 2006. To date, there have been few shipping lines called to the Port. This is due to lack of viable shipping cargo and industrial facilities around the Port. By contrast, the Chiang Khong Port has had excellent growth. One problem is when China doesn’t emit water, causing the water’s level to be at such a low level that a quay crane has difficulty reaching the cargo on board. Besides, there is a large channel depth disparity between high and low tides, almost three meters.

Customs Department
    The Customs Department will implement its paperless system despite the Department’s and its client companies’ lack of preparedness. Additionally, the system has not yet been linked to the Port Authority’s system. However, the Port Authority claims it will connect the system soon.

Maritime Department
    The Department is responsible for complying with international conventions that Thailand has ratified, such as MARPOL 73/78, SUA Protocol 2005 and STCW. However, there is little compliance with these conventions due to confusion about how to enforce them. Moreover, there is no responsible staff to handle calls around the clock as issues with these conventions arise.