a tale of three dry ports - un escap · background • successful dry ports in the region have...
TRANSCRIPT
A Tale of Three Dry Ports
Tengfei Wang
Economic Affairs Officer
UNESCAP
Seminar on the Development of an Integrated Transport and
Logistics System in ASEAN Countries and the Pacific Subregion
21‐23 November 2012
UNCC, Bangkok
Outline of presentation
• Introduction to the project
• Studies of the potential dry ports in Lao PDR, Cambodia and Myanmar
• Some key conclusions
• The way forward
Background
• Successful dry ports in the region have greatly facilitated transport and trade
• Not all dry ports, however, have been successful• (Pre)feasibility study is the key and first step to ensure the success of dry port
• The prefeasibilities were the components of the project entitled ‘Capacity building for dry port planning through prefeasibility studies of selected dry ports in ASEAN Subregion’, which was financially supported by Korea Maritime Institute (KMI).
Selection of dry ports
• In Lao PDR: Boten or Natuey near the border between Lao PDR and China
• In Cambodia: Trapeang Phlong Border Crossing Gate
• In Myanmar: Mandalay area
Methodology
• Desk research
• Field missions
• National workshop
Classification of dry port: transport mode
• Rail‐based dry ports
– In Russia, ‘TransContainer’ owns a network of rail‐side container terminals located at 46 railway stations with a throughput of approximately 1.46 million TEUs in 2009.
– In China, a programme is underway to construct 18 large inland container rail transfer and logistics distribution centres
• Road based dry ports
Classification of dry port: functions
• Serve as inland extension of sea ports
• Facilitate border crossing and cargo handling
• Serve large cities, and/or industrial and economic zones
Structure of the study report Component 1:
the general background of the prefeasibility study report
Ch I. Introduction
Component 2:Social and economic context of
developing a dry port
Ch II. Socio-economic features and international trade
Ch III. Policy and institutional issues of development of dry port
Ch IV. Development of transport and logistics
Component 3:
Functions, locations, economic and financial analysis, social and environmental issues of development of a dry port.
Ch V. Freight demand forecast of dry port
Ch VI. Physical development planCh VII. Cost estimatesCh VIII. Economic and financial analysisCh IX. Environmental and social impact
assessment
Component 4:
ConclusionCh X. Conclusions and recommendations
In Lao PDR
Dry port
CargoesVehicles
• Services to Vehicles• Services to cargoes
Railway service in the future
Thailand Lao PDR China
CargoesVehicles
CargoesVehicles
Source: the project team
In Lao PDR
830,407896,662
962,9181,029,173
1,095,4291,161,684
1,227,9401,294,195
1,360,4511,426,706
1,492,962
800,000
1,600,000
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
In Lao PDR: Traffic forecast of the dry port by year 2025
Functions Required capacity
(tons)
Capacity for non-
containerized cargoes (tons)
Capacity for containerized
cargo (tons)
bonded warehouse: 29,860 Including 5,973 23,887
cargoes from Lao PDR and Thailand to China (consolidation)
95,788 Including 19,157 76,631
cargoes from China to Lao PDR and Thailand (distribution)
27,352 Including 5,470 21,882
total designed capacity (tons) 153,000 Comprising 30,600 122,400
Design of dry port
In Cambodia
In Cambodia
In CambodiaNet weight (ton) Customs value (US$ million)
Type of cargo 2008 2009 2010 2011 2008 2009 2010 2011
Foodstuff 2,921 10,351 23,270 39,298 1.83 4.56 8.87 21.58
mineral and chemical products 8,541 4061 4,641 10,339 5.9 1.65 2.52 4.33
Base metals 431 1,002 3,627 6,485 0.89 1.95 10.09 14.89
Stone, plaster, cement etc 3,992 4,145 6,536 6,270 1.11 1.75 3.46 2.89
Textile and fabrics 11,928 9,956 3,693 4,564 37.06 30.54 8.39 10.55
Wood and Paper 432 1,078 2,736 4,359 1.01 1.27 2.99 4.52
Machinery, vehicles, aircraft and the parts 3,517 3,356 3,497 4,517 4.49 7.60 6.10 11.22
Plastic and rubber products 2,018 1,730 2,753 3,512 4.49 3.8 3.17 4.11
Furniture and toys etc 511 195 274 2,555 1.36 1.25 0.94 5.74
Footwear, umbrellas etc 96 1,220 280 341 0.11 0.59 0.61 0.79
Total 34,387 37,094 51,307 82,240 58.25 54.96 47.14 80.62
Source: derived from the data provided by Ministry of Commerce, Cambodia
Distance between Trapeang Phlong to some cities in Cambodia and Viet Nam
(km)
Kratie 174 237 Thu Dau Mot
Kampong Chhnang 224 44 Ninh
Kampong Cham 80 Trapeang Phlong 129 Ho Chi Minh city
Kampong Thom 206 187 Bien Hoa
Phnom Penh 202 254 Vung Tau PortNote: the date on distances should be treated as indicative only as they are collected from different channelsSource: the project team
In Myanmar
• Mandalay area is strategically located
Serve a large economyCan be linked to important sea portsMeeting points for important transport routes to sea ports, China and India
In Myanmar: Location of dry port
Costs
• Lao PDR• Total Project Cost
without land concession fee : US$ 7,469,751
• Land concession 46,000/year * 20 years
• Myanmar• Total Project Cost
without land concession fee : US$ 10,598,149
• Land concession 42,496/year * 20 years
Financial and Economic analysis
• Lao PDR•Financial Internal Rate of Return: 11.50%•Economic Internal Rate of Return: 16.79%
• Myanmar•FIRR: 8.31%•EIRR: 19.15%
Key findings• Lao PDR and Myanmar• The dry port is
financially, economically, socially and environmentally feasible
• Cambodia• To provide a dry port
is not an optimal solution. Study should be focused on facilitating border crossing and allowing more trucks to be involved in cross‐border transport.
The Way Forward
• Lao PDR and Myanmar•Full‐scale feasibility studies should be carried out with the possible assistance of international organizations and donors
• Cambodia•To take measures to facilitate cross‐border transport.
Thank you for your attention