proceedings of the fifteenth meeting of the gms subregional transport forum
TRANSCRIPT
September 2011
REG: Greater Mekong Subregion Economic Cooperation Program Summary of Proceedings: 15th Meeting of the GMS Subregional Transport Forum (STF-15) The views expressed in this report are the views of the author(s) and do not necessarily reflect the views or policies of the Asian Development Bank (ADB), or its Board of Directors or the governments they represent. ADB does not guarantee the source, originality, accuracy, completeness or reliability of any statement, information, data, finding, interpretation, advice, opinion, or view presented, nor does it make any representation concerning the same.
Fifteenth Meeting of the GMS Subregional Transport Forum Vientiane, Lao People’s Republic
14-15 September 2011
SUMMARY OF PROCEEDINGS
Introduction 1. The Fifteenth Meeting of the Subregional Transport Forum (STF-15) was held in Vientiane, Lao People’s Democratic Republic, on 14-15 September 2011 The Meeting was jointly organized by the Ministry of Public Works and Transport, Lao PDR and the Asian Development Bank (ADB). The objectives of the Meeting were: (i) to review and monitor the progress on priority GMS transport projects; (ii) to review the draft report of the Regional TA for Planning the GMS Railway Coordination Office; and (iii) to apprise the Forum on key initiatives in other related sectors and areas of cooperation, related to the transport sector. (The Meeting Program and Agenda is attached as Appendix 1). 2. The Meeting participants included delegations from the Kingdom of Cambodia, the People’s Republic of China (PRC), the People’s Republic of China (PRC), the Lao People's Democratic Republic (Lao PDR), the Union of Myanmar, the Kingdom of Thailand, the Socialist Republic of Viet Nam, and ADB. Representatives from various development partner organizations also attended the Meeting. (The list of participants is attached as Appendix 2). 3. The Meeting was chaired by Mr. Math Sounmala, Director General, Department of Planning and Cooperation, Ministry of Public Works and Transport, Lao PDR, and co-chaired by Mr. James P. Lynch, Director, Transport and Communications Division, Southeast Asia Department, ADB. Day 1 Proceedings: 14 September 2011
I. Opening Session 4. His Excellency, Mr. Sommad Pholsena, Minister of Public Works and Transport of the Lao PDR, welcomed the participants. In his Welcome and Opening Remarks, he said that in line with the Lao Government’s goal of gradually eradicating poverty and meeting the MDGs, the MPWT has focused its plans toward the development of an efficient and reliable transport system to help create a favorable condition for sustainable economic growth and poverty reduction, as well as environmental protection and regional integration. The Ministry’s main focus is to improve road transport, since roads are the dominant mode of transport in the country and are very critical to its socio-economic development. Apart from hard infrastructure development, the Lao Government has also been working on legal instruments to fully utilize its transport infrastructure. He noted, however, that while there has been good progress in putting in place bilateral agreements, there was a need to speed up the implementation of the mutilateral GMS Cross Border Transport Agreement (CBTA). He encouraged the Forum to work toward making the transport corridors more attractive for trade and tourism flows. His recommendations for priority projects in this regard include the construction of the Laos-
Greater Mekong Subregion Economic Cooperation Program
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Myanmar Mekong Bridge between Xieng Kok and Kyaing Lap, and the development of a corridor connecting Vientiane, Luang Prabang (Lao PDR), Chiang Mai (Thailand), Mandalay and Bagan (Myanmar). He also informed the meeting that the Lao Government has recently completed the National Transport Logistics Master Plan consisting of three major strategies namely Cargo Flow Integration; Business Stimulation and Market Expansion, and which includes more than 20 projects. (A copy of the Minister’s statement is in Appendix 3). 5. Mr. Math Sounmala, Chair, in his opening remarks, noted that the GMS Transport Forum is a key instrument for regional cooperation and integration under the GMS Program, and that substantial progress has been achieved not only in infrastructure development as represented by the near completion of the main GMS transport corridors, but also in the software aspects of subregional transport development. For instance, the CBTA is already in operation at certain borders between Lao PDR and its neighbors, and various agreements on exchange of traffic rights are also underway. Cooperation is also being considered to be extended to other modes of transport, particularly railways. For Lao PDR, developing transport links with its neighboring countries is crucial, since being a landlocked country, this is the only way that Lao PDR can integrate with the regional and global economy. He also expressed appreciation for ADB’s support for transport cooperation in the GMS. (A copy of his statement is in Appendix 4). 6. Mr. James Lynch, Co-Chair, in his opening statement, gave a brief background on the beginnings and achievements of the GMS Subregional Transport Forum, emphasizing the important role of transport cooperation in the GMS Program’s overall “3 Cs” strategy of enhanced connectivity, improved competitiveness, and a greater sense of community. Despite these substantial achievements, however, recent global and regional trends and challenges call for even stronger cooperation and decisive action going forward. Among these challenges are the ever-increasing competition in global markets that call for closer regional economic integration, greater efficiency through the development of multimodal and intermodal transport, the need to mitigate and adapt to climate change, transformation of transport corridors into full-fledged economic corridors, coordination of transport development with other sectors, and the development of the necessary software and institutional capacities. (A copy of his statement is in Appendix 5).
II. Session 1. Country Status Reports on Priority Transport Projects 7. The GMS delegations presented their respective country reports, which provided updates on the priority transport projects of their respective countries, particulalry those included in the Vientiane Plan of Action as well as other GMS-related projects considered high priority by their governments. Presentations were made by the following participants: (i) Mr.Hong Sinara, Deputy Director General, Ministry of Public Works and Transport, Cambodia; (ii) Mr. Li Guoliang, Project Officer, Ministry of Transport, PRC; (iii) Mr. Laokham Sompheth, Director General, Department of Roads, Ministry of Public Works and Transport, Lao PDR; (iv) Mr. Aung Myint Hlaing, Deputy General Manager, Ministry of Rail Transportation Myanmar; (v) Dr. Siriphan Jitprasithsiri, Director of International Highways Development Division, Department of Highways; and (vi) Mr. Nguyen Ngoc Thuyen, Deputy Director General, International Cooperation Department, Ministry of Transport, Viet Nam. (The GMS delegations’ respective country reports are in Appendices 6-A to 6-F).
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III. Proposed GMS Railway Coordination Office (RCO)
Background on the Issues and Rationale for the Proposed establishment of the RCO 8. Mr. Peter Broch, Senior Transport Economist with ADB’s Southeast Asia Department presented the background on the key develoopments, issues and rationale behind the proposal to establish the RCO. This a key recommendation of the the Strategic Framework for Connecting GMS Railways endorsed by the GMS Ministers in their 16th Ministerial Meeting in 2010. (A copy of his presentation is in Appendix 7). Presentation on the Proposed Plans and Key Issues Regarding the RCO 9. Mr. W. Gregory Wood, Consultant, Regional Technical Assistance for Planning the RCO, gave a presentation on the key issues involved as well as options that may be considered in establishing and operating the RCO. His presentation also included: the experience of existing international organizations involved in railway integration and the lessons learned from their experience; the experience in ASEAN and individual GMS countries and pairs of countries toward linking railways, and lessons learned from this experience; key questions that have to be answered to serve as basis or inputs for planning the RCO. The issues, questions, and options were grouped into several areas, among which were: the RCO’s mandate and functions, organization/structure, membership, legal standing, location, staffing, and financing. (A copy of his presentation is in Appendix 8). Reactions from Discussants: 10. Mr. Mukul Mathur, representative from the International Union of Railways (UIC), gave some suggestions, among which were: (i) on the RCO’s mandate, it could identify key rail projects for strengthening rail connectivity in the region, provide technical standards to address interoperability issues to be suggested for adoption by member countries, prepare the legal framework, organize training/capacity building activities, and liase with international agencies; on the other hand, the RCO should not be involved in project planning, fund allocation, and arbitration; (ii) on the RCO’s organization, it should be financially supported by all the member countries to function effectively, starting with a bare minimum staff, have legal standing preferably as a non-profit entity and possibly as an international organization covered by the immunities/privileges of the United Nations; the RCO should avoid any duplication with ASEAN and taking on any commercial venture, and should not be involved in recommending any specific technology vendor/supplier; (iii) on staffing, the RCO should be staffed initially through secondments with the parent organizations (presumably government and international organizations) bearing the cost of seconded staff, but recruitment from the market could be considered for certain specialized expertise unavailable through secondment; (iv) the start up cost has to come as a grant from financial institutions or as seed money from members; considering the small number of GMS members, the viability of running the office purely on membership subscription has to be studied further; (v) on location, the office should be located in one of the member countries; Bangkok seems to be a logical option in view of central location and facilities, but much would depend on the kind of support that the (Thai) Government can provide. He said that UIC can provide assistance in terms of setting standards and addressing training needs. 11. Mr. David Kerr, Chief Executive Officer, Toll Royal Railway shared his views on the proposed RCO and also described some of the key features of the restructured railway in Cambodia, which his firm, a joint venture between Toll Holdings of Australia and the Royal Group of Cambodia, is operating under a 30-year concession agreement. He suggested that the
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RCO should focus on setting standards for railway operations, such as locomotive standards, wagon standards, drivertraining standards, safety standards, and so on. He said that an efficient RCO is imperative for the success of the GMS railway strategy. (A copy of his presentation is in Appendix 9.) Open Discussion 12. In response to a question from the Co-Chair, Mr. Mathur reiterated that UIC can help in the RCO’s establishment and operations of the RCO in terms of providing technical expertise in setting standards and in the training aspects. 13. Mr. Paul Apthorp, TNT International and GMS-BF Board member, noted that for railways to be able to compete with other transport modes, they must be able to provide guaranteed and competitive transit times. Co-Chair agreed, commenting that railways are not about building tracks but instead about providing a needed service. 18. Thailand noted that there are several bodies that are working on railway integration in the region, e.g., the working group on the Singapore-Kunming Railway Link (SKRL) under ASEAN, but it has been difficult to establish the line connections due to lack of funding. It was suggested, therefore, that the RCO focus on resource mobilization, for instance by preparing feasibility studies on the needed connections. Thailand also suggested that at the initial stage, the RCO can start as a small office that could perhaps be located in the ADB office in Bangkok. However, given that the initial work will be mostly on setting technical standards, there may be no need for a single location, as such work can be supported rom various locations. Viet Nam and Cambodia supported the proposal that at the initial stage, say for the first year, the RCO be supported by ADB and be located in Bangkok. 14. Cambodia suggested that “Railway Coordination Office” be replaced by a more interesting name. Co-chair requested the countries to give their suggestions.
Summary of the Session 15. Mr. Broch summed up the results of the session, as follows:
• The countries (particularly those that have not yet given any written comments) will give their further comments on the RCO paper that has been circulated, if possible, within the first three weeks of October; the report will be revised in early November;
• Expressing his own views on the RCO’s mandate, he said that the office’s ultimate purpose is to help facilitate cross-border trade, not building railways/missing links per se; he agreed that if railways are already able to provide guaranteed transit times, then they would be used;
• The key questions that need to be answered are: (i) what is the RCO’s role and mandate; what it should not do? (ii) how do we finance its establishment and operations; (iii) who should comprise the RCO – government? railway authorities? the railway industry? – He expressed the view that industry should be involved in a central way. Ultimately, these questions should be answered based on what the GMS countries themselves thing they need and on what is practical.
• As regards the office’s location, he invited offers from any country who may be interested in hosting it, say, through provision of office space.
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IV. Session 3. Briefings on Transport and Trade Facilitation (TTF) Initiatives in the GMS
Session 3-A. Updates on GMS TTF Initiatives 16. Mr. Alfredo Perdiguero, Principal Economist, Thailand Resident Mission, ADB briefed the meeting on the status, issues, challenges and possible options regarding the implementation of transport and trade facilitation (TTF) measures in the GMS. This included updates on the implementation of the GMS Cross-Border Transport Agreement (CBTA), with particular focus on the customs transit system, exchange of traffic rights, and the pilot implementatation along the East-West Economic Corridor (EWEC). (A copy of his presentation is in Appendix 10.) Open Discussion 17. Mr. Apthorp commented that the customs transit system (CTS) does not work anywhere, and therefore to accelerate the implementation of the CBTA as a whole it might be necessary to de-link it from the CTS. Mr. Perdiguero noted that the CTS is really the most difficult part of the CBTA, but he informed the meeting that there is an ongoing assessment of the CTS and that after said assessment, the results will be presented for consideration by the private sector. He added that there may be need to hold more technical meetings, as against full-scale ones, to discuss specific issues on the CBTA (e.g., possible amendments to Protocol 1). 18. Mr. Pradeep Srivastava, Senior Regional Cooperation Specialist, Regional Cooperation and Country Coordination Division Southeast Asia Department, ADB, said that if there are specific issues to be discussed, such small meetings could be held, an example being the meeting held in June 2011 among Lao PDR, Thailand and Viet Nam on the the extension of the EWEC. He then asked Mr. Apthorp if he was aware of any case where the CTS is divorced from transport agreements. Mr. Apthorp replied that the usual case is that licensed brokers that are already recognized and guaranteed by customs authorities perform the functions that are intended to be provided by the CTS. Session 3-B. Briefing on the Establishment of a GMS Freight Transport Association (FRETA) 19. Mr Oudet Souvannavong, Secretary-General, GMS Business Forum briefed the meeting on a specific transport facilitation measure that is currently being pursued and led by the private sector, namely, the establishment of the GMS Freight Transport Association (FRETA). He presented the rationale and background of the FRETA, which was initiated at the Business and Investment Dialogue held at the 3rd GMS Summit in Vientiane in 2008; its proposed membership, which will include carriers, forwarders, and logistics firms operating in the GMS; its proposed objectives, terms of reference and activities. Among the the things that the FRETA wants to achieve is to give the private sector a voice in the design and implementation of TTF measures, for instance by institutionalizing its participation in the National Transport Facilitation Committees; to ensure that trans-shipment, if could not be avoided, takes place in a safe, orderly and well-managed manner; and to help in accelerating the implementation of the CBTA. (A copy of his presentation is in Appendix 11.)
V. Wrap Up of First Day Sessions
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20. Co-Chair wrapped up the first day sessions, as follows: • The country reports on their respective priority transport projects showed that much
progress is being achieved; it is noteworthy that most of the additional projects being proposed are in Myanmar.
• The discussion on the RCO showed that There is a need for such a coordination body for railways. There has been a lot of international experience from which efforts to set up the RCO can benefit, and the useful insights presented by the representatives from UIC and Toll Royal in this regard are much appreciated. Suggestions from countries on an appropriate and interesting name for the office would be appreciated; further comments from the countries on the paper on the issues and proposed plans for the office are encouraged.
• We have gained a better understanding of the issues and problems regarding transport and trade facilitation efforts in the GMS. Certain difficult issues have also been raised, such as the possibility of separating the CTS from the CBTA; this will need further consideration.
• We have been made aware of an important and practical measure that is being pursued, namely, the establishment of the FRETA.
Day 2 Proceedings: 15 September 2011
VI. Session 4. Briefings on Transport-Related Initiatives in Other GMS Sectors Session 4-A: Presentations on Road Asset Management in the GMS, with Focus on Axle Load Control 21. Mr. Shihiru Date, Senior Transport Specialist, Transport and Communications Division, Southeast Asia Department, ADB gave an overview presentation on road asset management, with particular focus on axle load control, including its basic principles and theoretical underpinnings, practices and trends, and key challenges. (A copy of his presentation is in Appendix 12). 22. Mr. Pheng Sovicheano, Deputy Director General, Ministry of Public Works and Transport of Cambodia, gave apresentation on the experience of the National Comprehensive Axle Overload Control Program, which is the program that has been addressing the problem of overloading along Cambodia’s national and provincial roads since 2007. (A copy of his presentation is in Appendix 13). 23. Mr. Chan Darong, Director General, General Directorate for Technical Affairs, Ministry of Rural Development of Cambodia presented the initiatives and innovations on axle load control along the rural roads of Cambodia, including the legal, regulatory and institutional framework as well as the innovative approaches and mechanisms, such as the use of portable weighing scales, procedures and tools that ensure transparency, and various means to enhance public awareness of the program. (A copy of his presentation is in Appendix 14). 24. Mr. Boualith Pathoumthong, Deputy Director General, Department of Transport, Ministry of Public Works and Transport of Lao PDR presented the experience on axle load control in his country, including the early programs implemented in the 1990s that had little success up to the current program being implemented by the Transport Control Division, which is being supported by the World Bank under the Road Maintenance Project (1 and 2). He discussed the achievements as well as the remaining problems and challenges of the program. (A copy of his presentation is in Appendix 15).
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25. Ms. Nguyen Nguyet Nga, International Cooperation Department, Ministry of Transport of Viet Nam presented (on behalf of Mr. Nguyen Duc Thang, Deputy Director General, Directorates for Roads) the Viet Nam experience in road asset management in general and in axle load control in particular. This includes the establishment of axle load control stations in 1993, the suspension of their operations in 2003-2007, and the renewed efforts under the Master Plan of Road Transport, including the pilot implementation of two axle load control stations, one along NH1 in Dong Nai province and the other along NH18 in Quang Ninh province. (A copy of her presentation is in Appendix 16). Open Discussion 26. In response to a question from Mr. Apthorp on how the authorities in the countries deal with corruption in the implementation of rules against overloading, Mr. Sovicheano replied that in Cambodia they are instituting measures such as installing equipment that record all details of transactions at axle load stations to ensure transparency, providing incentives to dissuade officials/staff from committing acts of corruption, and establishing a complaints mechanism. In addition, it is important to determine the most strategic locations for the weighing stations so that trucks could not just change their routes to avoid them. In cases where portable weighing scales are used, it should not be pre-announced where they will be installed. 27. Viet Nam stated that in the case of their country, the authorities have recognized the existence of corruption and in fact have suspended the operation of their axle load stations in 2003-2007 because of this. They said corruption works in two ways in bringing harm to society as a whole, by increasing transport costs due to bribes and by damaging the roads. In their current piloting of their new axload control system, they are introducing measures to prevent corruption. Thailand informed that in most of the main roads in their country weight control stations have been set up and commented that a distinction should be made between what is acceptable axle load for bridge structures as against road pavements, as the former are more weight sensitive. 28.The meeting also called attention to the need to address the differences in the axle load limits across countries (e.g., 9.1 tons in Lao PDR, 11 tons in Thailand and Viet Nam, 10 tons in Cambodia). Session 4-B: Presentation on the Initiative to Develop Carbon-Neutral Transport Corridors (CNTC) in the GMS 29. Ms. Naeeda Crishna of the GMS Environment Operations Center, gave a presentation on the Initiative to Develop Carbon-Neutral Transport Corridors in the GMS, a new initiative that is being developed for initial application along the East-West Economic Corridor (EWEC). The initiative focuses on possible interventions in transport and in forestry to reduce and control carbon/greenhouse gas emmissions toward mitigating the harmful impact of the development of economic corridors on the environment. (A copy of her presentation is in Appendix 17). Open Discussion 30. Lao PDR informed that under their Clean Development Mechanism (CDM), incentives are provided to trucking companies for them to purchase and use new trucks; for instance, they are given credits for the fuel and carbon emissions that they save. Mr. Apthorp commented that: shipping freight by air may actually produce more carbon emmissions than shipping them by trucks; as the EWEC becomes more efficient, it will attract more traffic and therefore more
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emmissions; and the use of new trucks benefits both the freight transport operators and society as a whole.
VII. Session 5: Statements/Updates from Other Development Partners 31. The Chair acknowledged the important role that development partners play in the GMS transport sector, as they provide financing assistance to priority subregional transport infrastructure projects and also increasingly share their experience, knowledge and expertise in establishing and implementing effective software toward greater efficiency and beneficial impact of sector initiatives. 32. Mr. Fedor Kormilitsyn, Economic Affairs Officer, Transport Facilitation and Logistics Section, Transport Division, UN Economic and Social Commission for Asia and the Pacific (UNESCAP) presented his organization’s initiatives in the transport sector in the region, and focused particularly on the proposed Regional Strategic Framework for Road Transport (RSF). The RSF, which was first discussed at the UNESCAP Regional Meeting on Cooperation for Facilitation of International Road Transport ( Beijing, PRC, 30 May - 1 June 2011) and targeted for adoption at the UNESCAP Ministerial Conference on Transport (Bangkok, 14-18 November 2011), aims to provide long-term common targets and strategy for member countries and their development partners toward coordinating and increasing the effectiveness of their transport facilitation measures as well as help in setting long-term common targets for essential issues, such as road permits/traffic rights, visas, vehicle insurance, etc. (A copy of his presentation is in Appendix 18). 33. Ms. Yoko Hattori, Japan International Cooperation Agency (JICA)- Laos, expressed appreciation for the progress that has been achieved in the subregion on both hardware and software aspects of transport development. She stated that the Government of Japan has always endeavored to provide support for the sector. Among the projects it has assisted are the Second International Mekong Bridge between Lao PDR and Thailand; and the axle control and road maintenance program in Lao PDR, including assistance for capacity development up to 2016, for which the Government of Lao PDR has shown strong ownership. She expressed hope that this assistance will help in accelerating economic development in the subregion.
VIII. Session 6: Briefing on the Proposed New Strategic Framework and Preparation of a Supporting Regional Master Plan
34. Mr. Pradeep Srivastava, Senior Regional Cooperation Specialist, Regional Cooperation and Country Coordination Division, Southeast Asia Department, ADB, briefed the Forum on the new GMS Strategic Framework covering the period 2012-2022 (the new SF), the draft of which was reviewed by the 17th GMS Ministerial Conference (Phnom Penh, Cambodia, 4-6 August 2011) and the final version being readied for endorsement by the 4th GMS Summit (Nay Pyi Taw, Myanmar, December 2011). The new SF is geared toward addressing the new and emerging issues, threats and challenges in the coming decade and to ensure the long-term sustainablity of the GMS Program through the development and implementation of a second generation of responsive and innovative interventions. Mr. Srivastava also presented a proposed results framework for the GMS transport sector for consideration and further development by the Forum, outlining the subregional bodies and groups involved, the possible interventions, their expected outputs, outcomes, and overall impact. He also apprised the meeting on the forthcoming efforts to prepare a regional master plan (RMP) to support the implementation of the new SF, outlining the various steps toward the completion of the RMP,
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which is targeted for presentation to the next GMS Ministerial Conference that will likely be held toward the end of 2012. (A copy of his presentation is in Appendix 19).
IX. Other Matters 35. In line with the tradition of rotating the venue of the STF among the GMS members according to the alphabetical order of country names, the Myanmar delegation was requested to make appropriate consultations with their authorities for the holding of the Sixteenth Meeting of the GMS Subregional Transport Forum in Myanmar in 2012, and to advise ADB of the outcome as soon as possible.
X. Closing 36. The Chair and Co-Chair noted that the meeting has been very successful, raising the Forum’s general awareness on developments and trends both within the transport sector and in a wide array of fields that have a bearing on the sector. It also brought to the fore key issues that need to be addressed to further advance transport cooperation and development in the GMS. They thanked the participants for their active and fruitful participation in the meeting. The delegations from the GMS countries and the ADB thanked the host, the Government of Lao PDR, for the hospitality accorded to the participants as well as the excellent arrangements for the Fifteenth Meeting of the Subregional Transport Forum. The Chair formally closed the meeting.
Fifteenth Meeting of the GMS Subregional Transport Forum
Vientiane, Lao PDR 14-15 September 2011
PROVISIONAL PROGRAM AND AGENDA
Proposed Meeting Theme:
Building and Sustaining 15 Years of Transport Cooperation in the GMS
Objectives:
1. To review and monitor the progress on priority GMS transport projects; 2. To review the draft report of the Regional TA for Planning the GMS Railway Coordination
Office;
3. To apprise the Forum on key initiatives in other related sectors and areas of cooperation, related to the transport sector.
First Day
0830-0900 Registration 0900-0930 Opening Session Welcome Remarks
H. E. Mr. Sommad Pholsena Minister Ministry of Public Works and Transport, Lao PDR
Opening Remarks Chair, Mr. Math Sounmala
Director General, Department of Planning and Cooperation Ministry of Public Works and Transport, Lao PDR
Co-Chair, Mr. James Lynch
Director, Transport and Communications Division, Southeast Asia Department, Asian Development Bank (ADB)
0930-0945 Group Photo Session 0945-1230 Session 1. Status Reports on Priority Transport Projects
[The session provides the venue for monitoring the progress on the Transport Sector projects in the Vientiane Plan of Action (VPOA) for GMS Development (2008-2012. It aims to: (i) obtain updates on actual developments/ status of the various action items/projects contained in the VPOA pertaining to each country; and (ii) apprise the STF on any issues, concerns, and needed actions regarding the
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projects.] Presentor: Each Country Delegation [Twenty-five (25) minutes will be allotted for each country presentation.]
0945-1045 Presentations by: Cambodia and the People’s Republic of China
1045-1100 Coffee/tea Break
1100-1230 Presentations by: Lao People’s Democratic Republic, Myanmar,
Thailand, Viet Nam
1230-1400 Lunch 1400-1615
Session 2. Proposed GMS Railway Coordination Office (RCO)
1400-1415 (2-A): Background on the Issues and Rationale for the Proposed establishment of the RCO Presentor: Mr. Peter Broch Senior Transport Economist Transport and Communications Division Southeast Asia Department, ADB
1415-1500 (2-B): Presentation on the Proposed Plans and Key Issues Regarding the RCO Presentor: Mr. W. Gregory Wood Consultant Regional TA for Planning the RCO
1500-1515
1515-1545
Reactions from Discussants:
1. Mr. Mukul Mathur International Union of Railways (UIC)
2. Mr. David Kerr Chief Executive Officer Toll Royal Railway Open Discussion
1545-1600
Coffee/tea Break
1600-1615
Summary of Agreements on the Proposed Plans for the RCO and Next Steps Mr. Peter Broch Transport and Communications Division Southeast Asia Department, ADB
1615-1715 Session 3. Briefings on Transport and Trade Facilitation
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Initiatives in the GMS
1615-1645 (3-A): Briefing on the Program of Action on Transport and Trade Facilitation (TTF) in the GMS Presentors: Mr. Alfredo Perdiguero Mr. Pradeep Srivastava Principal Economist Thailand Resident Mission ADB
Senior Regional Cooperation Specialist Regional Cooperation and Country Coordination Division Southeast Asia Department, ADB
Open Discussion
1645-1715 (3-B) Briefing on the Establishment of a GMS Freight Transport Association (FRETA) Presentor: Mr. Oudet Souvannavong, Secretary-General, GMS Business Forum Open Discussion
1715-1745 Wrap Up of First Day Sessions By Co-Chairs
1900-2100 Dinner (Hosted by ADB) Venue: Settha Palace Hotel, Vientiane
Second Day 0830-1030 Session 4. Briefings on Transport-Related Initiatives in Other
GMS Sectors
0830-1000 (4-A): Presentations on Road Asset Management in the GMS, with Focus on Axle Load Control [The session will brief the meeting on practices/ measures to address the problem of overloading in GMS countries, including the experience of Cambodia, Lao, and Viet Nam. It will also look at GMS requirements for a future unified system of regulations and practices.] I. Background on Trends and Practices Facilitator: Mr. Shihiru Date Senior Transport Specialist Transport and Communications Division
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Southeast Asia Department, ADB II. Country Experiences in Road Asset Management: (i) Cambodia
(a) Axle load control in Cambodia: National and Provincial Roads
Presentor: Mr. Pheng Sovicheano Deputy Director General Ministry of Public Works and Transport.
(b) Innovative measures in axle load control for rural roads in Cambodia Presentor: H.E. Chan Darong Director General Ministry of Rural Development (ii) Lao PDR
Presentor: Mr. Boualith Pathoumthong Deputy Director General Department of Transport Ministry of Public Works and Transport (iii) Viet Nam Presentor: Mr. Nguyen Duc Thang Deputy Director General, Directorates for Roads, Viet Nam Open Discussion
1000-1015 Coffee/tea Break
1015-1045 (4-B): Presentation on the Initiative to Develop Carbon-Neutral
Transport Corridors (CNTC) in the GMS Presentor: Ms. Naeeda Crishna GMS Environment Operations Center Open Discussion
1045-1115 Session 5: Statements/Updates from Other Development
Partners Moderated by Co-Chairs
1115-1145 Session 6: Briefing on the Proposed New Strategic Framework and Preparation of a Supporting Regional Master Plan
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Presentor: Mr. Pradeep Srivastava Senior regional Cooperation Specialist Regional Cooperation and Country Coordination Division Southeast Asia Department, ADB
1145-1200 Session 7. Other Matters
1200-1215 Wrap Up of the Meeting
1215-1330 Lunch 1400-1800 Site Visit
(TBC)
GREATER MEKONG SUBREGION 15TH MEETING OF THE SUBREGIONAL TRANSPORT FORUM
Vientiane, Lao PDR 14-15 September 2011
LIST OF PARTICIPANTS
CAMBODIA 1. Mr. Chan Darong (H.E.) (Presentor) Director General
General Directorate for Technical Affairs Ministry of Rural Development Tel: 855-12-599599 Fax: 855-23-885746 Email: [email protected] 2. Mr. Pheng Sovicheano Deputy Director General of Public Works Ministry of Public Works and Transport Tel. 855-12-900760 Fax: 855-23-724595 Email: [email protected] 3. Mr. Hong Sinara (Head of Delegation) Deputy Director General
General Department of Public Works Ministry of Public Works and Transport
Tel/Fax: 855-23-723028 / 855-23-427397/597 Email: [email protected]
4. Mr. Soeung Sokong Director of Planning Department Ministry of Public Works and Transport Tel: 855-12972027
Email: [email protected] 5. Mr. Suon Vanhong Deputy Director of Land Transport Department
Ministry of Public Works and Transport Tel: 855 23-864-098 / 12-844-098
Fax: 855 23 864 098 Email: [email protected] 6. Mr. Ouk Ourk
Deputy Director, Railway Department Ministry of Public Works and Transport Tel: 855-12-879-926 Fax: 855-23-723028 Email: [email protected]
PEOPLE’S REPUBLIC OF CHINA 7. Mr. Li Guoliang Projector Officer Ministry of Transport, PRC
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Tel: 86-10-65292211 Fax: 86-10-65292248 Mobile: 18801154599 Email: [email protected] 8. Mr. Ge Fengliang Projector Officer Ministry of Railways 9. Mr. Wang Conggui Associate Counsel CAAC Soutwest Regional Administration LAO PDR 10. Mr. Sommad Pholsena (Head of Delegation) Minister Ministry of Public Works and Transport Tel: 856-21-412 251 Fax: 856-21-412 859 Email: [email protected] 11. Mr. Math Sounmala (Chair) Director General Department of Planning and Cooperation Ministry of Public Works and Transport Fax: 856-21-412265 Email: [email protected] 12. Mr. Viengsavath Siphandone Director General Department of Transport Ministry of Public Works and Transport Tel: 856-21-412272 Fax: 856-21-415563 Email: [email protected] / [email protected] 13. Mr. Sompong Pholsena Deputy Director Railway Authority 14. Mr. Somsana Rassapong Director Railway Management 15. Mr. Boualith Pathoumthong (Presentor)
Deputy Director General Department of Transport Tel. 021-412272 Fax: 021-415563 Email: [email protected] 16. Mr. Heuan Chanphana
Assistant Head GMS National Secretariat
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Tel: 856 21 243701 Fax: 856 21 243700 Email: [email protected]
17. Mr. Bounta Onnavong Acting Director
Division of Transport Techniques & Environment Department of Transport Ministry of Public Works and Transport Tel: 021-412264 Fax: 021-453187 Mob: 020-55466466 E-mail: [email protected]
18. Mr. Vilayphanh Sayavong
Deputy Director, Land Division Department of Transport, MPWT Tel: 856 21 412287 Fax: 856 21 415563 Email: [email protected] 19. Mr. Yakua Lopangkao
Director General Department of Civil Aviation, MPWT
20. Mr. Phanthaphap Phounsavath Land Division, DOT 21. Mr. Viengsomath Sounmala DOT 22. Ms. Vanhdavone Kittavong DOT 23. Ms. Souksavanh Phaipanya
DOT 24. Ms. Vena Ngonvorarath
GMS Consultant
25. Phetsamone Viraphanth
26. Mr. Laokham Sompheth
MYANMAR 27. Mr. Aung Myint Hlaing (Head of Delegation) Deputy General Manager (Passenger) Myanma Railways Ministry of Rail Transportation Tel: 95-67-77081 / 95-98-300343 Fax: 95-67-77118 Email: [email protected]
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28. Mr. Thant Sin Lwin Director Central Equipment Statistics and Inspection Department Ministry of National Planning and Economic Development Tel: 95-67-406167 / 95-09-8304272 Fax: 96 67 406077 29. Mr. Maung Maung Naing Deputy Director Directorate of Water Resources and Improvement of River System Ministry of Transport Tel: 95-1-292840 Fax: 95-1-290230 Email: [email protected] THAILAND 30. Ms. Jatuporn Wongta Chief of Regional and Neighboring-Countries Cooperation Group International Cooperation Bureau Ministry of Transport Tel: 66-2-2833075 Fax: 66-2-2814829 Email: [email protected] 31. Mr. Chat Phaikaew Transport Technical Officer International Cooperation Bureau
Ministry of Transport, Tel. 66 2 280 3468 Fax. 66 2 280 1714 Email: [email protected] and [email protected]
32. Mr. Thanadech Asipong Transport Technical Officer International Cooperation Bureau Department of Highways 33. Dr. Siriphan Jitprasithsiri Director of International Highways Development Division Bureau of International Highway Cooperation Department of Highways Tel: 662 644-4441 Fax: 662 354 6901 Email: [email protected] Department of Land Transport 34. Ms. Nonglak Wongsuksiridacha Director of International Transport Affairs Division Department of Land Transport Tel: 66-22718407 Fax: 66-22718409 Email: [email protected]
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35. Ms. Phacharang Praprutitum Transport Technical Officer Planning Division Department of Land Transport
Tel/Fax: 662-271-8409 Email: [email protected] State Railway of Thailand 36. Mr. Suprapas Senivongse na Ayudhaya Assistant Governor I State Railway of Thailand Tel: 662 220 4182 Fax: 662 225 3801 Email: [email protected] Ministry of Foreign Affairs 37. Ms. Nitivadee Manitkul
Director of Economic Relations and Cooperation Department of International Economic Affairs Ministry of Foreign Affairs Tel: 084-751-5615 / 662 643 5239 Fax: 662-6435040 Email: [email protected] National Economic and Social Development Board 38. Mrs. Phavina Assawamaneekul
Policy and Plan Analyst
39. Ms. Chompunuch Ramanvongse Policy and Plan Analyst
40. Ms. Pipong Phimphachama VIET NAM 41. Mr. Tran Phi Thuong
Deputy Director General Vietnam Railway Department, MOT
42. Mr. Nguyen Ngoc Thuyen (Head of Delegation)
Deputy Director General of ICD Ministry of Transport Tel: 84-4-39412700 Fax: 84-4-39421436 Email: [email protected] and [email protected]
43. Mr. Nguyen Duc Thang
Deputy Director General Directorates for Roads of Vietnam
Ministry of Transport Tel: 84 4 38571647 Fax: 84 4 38571440 Email: c/o: [email protected]
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44. Ms. Nguyen Thi Nguyet Nga Deputy Director Department of Science & Technology, Environment and International Cooperation Directorates for Roads of Vietnam Ministry of Transport Fax: 84 4 38 571 440 Tel: 84 4 38 571 647 Email: [email protected] and [email protected]
45. Mr. Luu Manh Ha Deputy Head of Transport Division Viet Nam Railway Tel: 84 4 39426334 Fax: 84 4 394266620
46. Mr. Le Duc Trung Official, Department of International Cooperation Ministry of Transport Tel: 84 4 3942 3417 Fax: 84 4 3942 1436 Mob: 84 986 986 818 Email: [email protected] / [email protected]
AUSAID 47. Mr. Michael Wilson
Minister-Counsellor for Mekong and Regional Hanoi Tel: 84 4 3774 0106 Fax: 84 4 3831 7 Email: [email protected]
48. Mr. Mark Barrett Tel: 61 2 6206 4623 Fax: 61-2-6206 4870 Email: [email protected] 49. Mr. Alexander Marks Tel: 856 (0) 21 353 800 x 144 Fax: 856 (0) 21 353 831 Email: [email protected] 50. Mr. Monyrath Nuth JICA 51. Yoko Hattori JICA, Laos Tel: 856-21-241100, 21-241095-9 Fax: 856-21-241101-2 Email: [email protected] 52. Noriyuko Mori Planning Advisor to Cabinet, MPWT (JICA Expert) Email: [email protected]
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53. Masahiko Matsumoto First Secretary, Embassy of Japan-Laos
UNESCAP 54. Mr. Fedor Kormilitsyn (Presentor) Economic Affairs Officer Transport Facilitation and Logistics Section Transport Division Economic and Social Commission for Asia and the Pacific Bangkok, Thailand Tel: 66-2-288 2496 Fax: 66-2-288-1020 Email: [email protected] UIC 55. Mr. Mukul Mathur Head - Asia Regional Unit International Union of Railways Fax: 91 11 26738542 Email: [email protected] GMS-Business Forum 56. Mr. Oudet Souvannavong (Presentor) Secretary General GMS Business Forum Tel: 856 21 720 437 Fax: 856 21 720 438 Email: [email protected] 57. Mr. David Kerr (Presentor) Chief Executive Officer Toll Royal Railway Tel: 855-23-992379 Mobile: 855-77-777843 / 614-01-008556 Email: [email protected] 58. Mr. Paul F. Apthorp
GMS-BF Board Member from TNT Worldwide Express Email: [email protected]
59. Mr. Khamla Sayavong Head of Secretariat of GMS-Business Forum (GMS-BF) Tel: 856-21 720438 Fax: 856-21 720437 Email: [email protected]
World Bank 60. Mr. Sombath Southivong
Senior Infrastructure Specialist The World Bank Tel: 856 21 45 00 10 ext. 6228 Fax: 856 21 41 42 10 Email: [email protected]
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GMS Environment Operations Center 61. Naeeda Crishna
Carbon Footprint Specialist GMS Environment Operations Center Tel: 66 2 207 4423 Fax: 66 2 207 4400 Email: [email protected]
CONSULTANT 62. Mr. Gregory Wood (Presentor) Mobile: 01244264481 Email: [email protected] ADB 63. Mr. James P. Lynch Director, Transport and Communications Division Southeast Asia Department 64. Mr. Peter Broch Senior Transport Economist 65. Mr. Shihiru Date Senior Transport Specialist 66. Mr. Antoine Kunth Infrastructure Specialist 67. Mr. Alfredo Perdiguero Principal Economist 68. Mr. Xiaoxin Chen Transport Specialist 69. Ms. Teresa Mella Operations Officer 70. Mr. Rodrigo Castelo Consultant 71. Pradeep Srivastava Senior Regional Cooperation Specialist Regional Cooperation and Country Coordination Division 72. Phomma Chanthirath Senior Project Officer (Infrastructure), LRM 73. Ms. Marilou Hemady-Reyes Senior Operations Assistant
Welcome Statement Delivered by H.E. Mr. Sommad PHOLSENA Minister of Public Works and Transport, Lao PDR
15th GMS Subregional Transport Forum 14-15 September 2011
Lao Plaza Hotel, Vientiane, Lao PDR -------------------------------------------------------------------------------
- Mr. James Lynch, Director of Infrastructure and Urban Development Division, Southeast Asia Department, Asian Development Bank (ADB);
- Honorable Delegates from ADB and Transport Sectors of Greater Mekong Subregion Countries;
- Representatives from Development Partners and International Agencies; - Distinguished guests, Ladies and Gentlemen; - Sabaidee and Good Morning!
It is my great honor and pleasure having an opportunity on behalf of the Ministry of Public Works and Transport (MPWT) of the Lao PDR, as a host of the Fifteenth Subregional Transport Forum (15th STF) to extend our warm welcome to all of you to Vientiane and Lao PDR. As you may be aware Lao PDR is one of the most active countries participating in the Greater Suregional Mekong (GMS) Economic Cooperation Program particularly in transport sector. Since participating, we have progressed quite satisfactorily both in number of transport corridors established crossing Lao territories as well as the number of projects funded by the Asian Development Bank (ADB). In this regards, I would like to take this opportunity on behalf of the Lao people and government express our sincere appreciation to ADB for significantly contributing to the development of transport infrastructures in our country. Progress in developing the economic corridors will constitute a key indicator of the success of the GMS Economic Cooperation Program.
With the Ninth Congress of the Lao People’s Revolution Party successfully
concluded, the Lao Government is now actively translating the resolutions into strategies, plans and projects, and sets out very important directives and measures to guide every economic and social sectors to vigorously focus their attention in a breakthrough manner how to realize and meet the people desire and needs, in particular to gradually eradicate poverty, and very specifically to meet MDG. In response to the Government’s directives and measures, MPWT has focused its development plan accordingly, and the emphasis to the development of the transport infrastructure still remains since the efficient and reliable transport system helps to create a favorable condition for sustainable economic growth and poverty reduction, as well as environment protection and regional integration. In this regard, the Ministry’s main focus is to improve road transport, since this mode is the dominant mode of all transport and very critical to the national socio-economic development of
the Lao PDR. With the tropical storms recently hit our country and the region that causes severely damages to the transport infrastructures becomes new challenge for us in fighting with the natural disasters to achieve sustainable transport infrastructure development.
Besides the hard infrastructure development, Lao government has been trying hard to work on legal instruments to fully utilize the transport infrastructures. We have so far entered into many bilateral and multilateral transport agreements with most of the countries in the region including the GMS Cross Border Transport Agreement (CBTA). But in practice only those bilateral ones have been successfully implemented while the GMS CBTA has achieved very little because after the showcase launched back in 2009 in Savannakhet transport business return to the same situation that is transshipment and Single Stop Inspection (SSI) could be further operated. We must confess that all these difficulties still existed because there are still lacking of proper transport facilities, soft infrastructures and some members have not gone through its domestic clearances to facilitate full implementation of the CBTA. In this regards, I would like encourage the Forum to discuss on how to develop route approach infrastructures and services to make the transport corridors more attractive transport covering trade, tourism, historical and cultural areas in different countries. One of the priority projects to be recommended is the Laos-Myanmar Mekong Bridge.
I would like to inform the Forum that we have recently completed the National
Transport Logistics Master Plan consisted of three major strategies namely Cargo Flow Integration; Business Stimulation and Market Expansion. Under this master plan, there are more than 20 projects still seeking for funding which ADB should kindly consider.
I learnt that, at this Forum, we will not only be discussing on road transport but will also discuss and seek possibility for establishing the Railway Coordination Office to find effective mechanisms on railway cooperation in the region. I hope in the future all other modes of transport will be included in order to speed transforming transport corridor into multimodal transport, logistics and finally economic corridors. Thus, I would like to urge the forum to discuss how to further sustain and strengthen the development of the economic corridors in the region by charting future action in infrastructure, logistics, transport facilitation in the economic corridors. May I request ADB to mobilize sufficient funds to help us in upgrading and completing all corridors as soon as possible to realize the regional connectivity and achieve economic integration. In conclusion, may I wish all the delegates and friends have a pleasant stay in Vientiane. I wish the Forum a great success. Thank you for your kind attention.
Opening Remarks By Mr. Math Sounmala
Director General, Department of Planning and Cooperation Ministry of Public Works and Transport, Lao PDR
and Chair Fourteenth Meeting of the GMS Subregional Transport Forum
Vientiane, Lao PDR, 14-15 September 2011
Distinguished Participants, Ladies and Gentlemen:
I am very happy and honored to chair this 15th Meeting of the GMS
Subregional Transport Forum. The Lao People’s Democratic Republic is
also very pleased to host this year’s STF meeting. I also hope that you
have a pleasant and enjoyable stay in our capital city, Vientiane.
Our meeting today and tomorrow is certainly a very important one. It
will determine the way forward for transport cooperation in the GMS.
The GMS Transport Forum is a key instrument for regional cooperation
and integration under the GMS Program. Putting aside my modesty, I
would like to say that I have been one of the earliest participants in this
Forum. I took part in its meetings when the first GMS cross-border
transport projects, such as the Phnom Penh-Ho Chi Minh City Highway
Project and the East-West Corridor Project were just being discussed, as
well as the Cross Border Transport Agreement, the first GMS transport
software project.
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The success of GMS transport sector cooperation is undisputed. Today,
the main GMS transport corridors are almost complete. We have also
made substantial progress in the software aspects, with the CBTA
already in operation at the borders between Lao PDR and Viet Nam at
Dansavanh-Lao Bao, and with Thailand at Mukdahan-Savannakhet.
Various agreements on exchange of traffic rights under the CBTA
framework among other pairs or groups of GMS countries are also
underway. We are also now looking into extending cooperation in other
modes of transport, particularly railways.
For Laos, developing transport links with our neighboring countries is
crucial. Being a landlocked country, this is the only way that we can
integrate with the regional and global economy. Certainly, the links that
have been built between us and our neighbors, for instance, through the
East-West Corridor, the North-South Corridor, and now also by rail with
Thailand, have certainly boosted the flow of people and trade across our
borders.
Despite the successes, however, transport cooperation in the GMS now
faces a lot of challenges. We have to act fast and decisively to address
them. We have to speed up the completion of the transport corridors, the
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development of multi-modal transport, and the implementation of the
CBTA and other transport facilitation measures. We must work harder to
transform the transport corridors into economic corridors. We also have
to address other important transport-related issues, such as road safety,
cross-border spread of communicable diseases, and, of course, climate
change.
Excellencies, Ladies and Gentlemen,
As we now enter this new and challenging decade, let us therefore
further strengthen our commitment not only to sustain transport
development in the GMS, but also to make transport a truly effective
means for reaching the overall goal of an integrated, prosperous, and
harmonious subregion.
Thank you for your kind attention.
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GMS Subregional Transport Forum STF
Building and Sustaining 15 Years of Transport Cooperation in the GMS
Beginnings of the STF
• STF was first sector-specific GMS working body
• An outcome of the 1993 transport sector study
• Approved at 4th GMS Ministerial Conference in 1994
• STF’s TOR: • Technical coordination & project planning
• Software & cross-border issues
• Catalyzing financing and cofinancing
• Training & human resource development
• Information exchange & dissemination
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Transport and Overall GMS Strategy
• “3 Cs” • enhanced connectivity • improved competitiveness • greater sense of community
• infrastructure links and software • integrating markets • promoting trade and investment
• GMS Road Network (1992)
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• GMS Road Network (2010)
• GMS Road Network (2015―2020)
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ADB-assisted GMS Projects
(1992- June 2011)
No. of Financing (US $ millions)
Projects Total Cost ADB Government Cofinancing
All GMS Projects 55
13,850.6
4,987.7
4,311.5
4,551.5 Of Which:
Transport 34
11,788.8
4,418.4
4,127.7
3,242.7
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New Challenges and Demands
• Increased global competitiveness • Need for greater multimodal & intermodal
capabilities • Increased energy efficiency • Climate change adaptation and mitigation • Transform transport corridors into
economic corridors • Coordination across multiple sectors &
emphasize software development
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Leveraging Success – New Generation of Transport Projects
• Tremendous experience, goodwill and progress achieved over the years
• Must strive to: • Forge new sector linkages • Widen stakeholder participation with
private sector, local authorities and communities
• Mobilize resources thru innovative channels • New GMS Strategic Framework
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GMS Railway Coordination Office
• Strategic Framework for Connecting GMS Railways recommended study of GMS Railway Coordination Office
• First step toward long-term objective of an integrated GMS railway system
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STF-15 15th Meeting of the GMS Subregional
Transport Forum Building and Sustaining 15 Years of Transport Cooperation in the GMS
Vientiane, Lao PDR
14-15 September 2011
5/12/14
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14-15 September 2011 Vientiane, Lao PDR
15Th Meeting of GMS Sub-regional Transport Forum
Country Report Cambodia
The development vision of the Royal Government of Cambodia is to have reducing poverty by promoting sustainable economic growth and better governance. On going reform program is crucial for achieving higher economic growth, diversification from garments to other types of basic manu-facturing and development of tourism potential sector.
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Further development of rural infrastructure will help rural and remote communities, which include the poor, facilitate market access and put essential services of the most needy. Improving the access of the poor to education and health services, improving the income earning potential, improving the quality of lives, those are crucial priorities of the Government.
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Country 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Cambodia 4 4 5.3 5.2 5 5.4 13.4 7.2 10.1 5 -1.5 6
GDP - real growth rate (%)
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Shortcut to GMS.lnk
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1- GMS: Southern Coastal Corridor Project(2008-2014 ), Financed by ADB (loan $7 M); Australia (grant $8 M); Government of Cambodia ($3.7M) total 18.7M. � Contract Signed on 20 May 2011 for Rehabilitation of
15.8 Km of NR33 (Kampong Trach-Prek Chak). � Bids for Upgrading Cross Border Facility at Prek Chak/
Hatien (Cam/VN) was opened on 5 September 2011. Bid evaluation is on going.
� Maintenance of 51 Km of NR33 (Kampot-Kg. Trach) in Design Stage
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◦ Bids are being issued for rehabilitation of 29 km of NR56A financed by ADB; Bid closing date is 15 September 2011. ◦ Bids are being issued for rehabilitation of 84 Km of
NR56B financed by EDCF; Bid closing date is 30 September 2011.
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Japan grant-aid to Cambodia of $131M for the construction of: – Stage1: construction of 2 bridges of NR1
(completed in 2006). – Stage2: reconstruction of 43km of NR1 from Neak
Loeung to PK13 from Phnom Penh (completed). – Stage3: reconstruction of the 9,1 km section to
Phnom Penh PK 4, Completed. – Stage 4: from PK4 to Monivong Bridge (MOU on
project preparation signed on September 6, 2011). – Neak Loeung cable stayed Bridge is under
construction and expected to be finished in 2015.
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4- NR 78: from O Paong Moan to O Yadav ( Cam -VN) border is 191 km (Loan from Chinese $73.3 M, Loan from Viet Nam $22.12M):
◦ Section 1 going from O Paong Moan to Ban Lung is 124 km long, 2 lanes with DBST. ◦ Section 2 going from BanLung to O yadav with 70
km long, AC pavement with two lanes.
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• Northern Sub-corridor : Siem Reap-Preah Vihear - Stung Treng-Rattanakiri-O Yadav [Cam] – Pleiku – Gia Lai further connection to Quy Nhon [VN Sea Port]/local investment 28 MUSD, Chinese loan 132MUSD. – Section from Seam Reap to Koh Ker private
investment by 105 km (BOT Scheme), – From Srayung Koh Ker- Tbeng Menchey 34km was
completed by using Chinese loan with DBST pavement.
– From Tbeng Meanchey- Chhep –Thala barivat to Stung Treng 143.4 km and the construction of upper Mekong bridge at Stung Treng, the civil work will be carried out by Chinese company.
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} Rehabilitation of NR5 betwen Prek Kdam and Sisophon 337 km 201. ◦ Under survey by JICA team, will be completed in March
2012 ◦ Prek kdam – Thleamaom 130km ◦ Thleamaom-Battambang 68 km ◦ Battambang-Sisophon 68 km 2012-2017, loan
request from JICA • Project widening 4 lance of NR5 from Phnom Penh
to Prek Kdam 30 km, 2012-2014 ($36M, Chinese loan).
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} Construction of New Container Terminal of Phnom Penh Autonomous Port (2010-2012), by Chinese Loan of $28.22 M ◦ Located along the Mekong River at30km from
Phnom Penh NR1. ◦ The design annual throughput of this port is
120,000TEUs.
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} Total cost $141.6M (Original Project: $73.0M, Supplementary Financing $68.6M
} Financed by: ADB $42.0M, OFID $13.0M, Gov. of Malaysia $2.8M (Grant) Cambodia Gov. $15.2M
} Supplement Financing: ADB $42.0 Gov. Australia $21.5M (Grant), Gov. Cambodia $5.1M
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A-Status of Implementation of Railway
• Southern Line 266 km to Sea Port Terminal , will be completed at the end of July 2012.
• Section from PPenh to Toukmeas about 120km was completed and operating by Toll Royal Railway.
• The construction for Section from Toukmeas-Sihanoukville 143Km is on going and will be completed by 2012.
• Northern Line 385 km(Phnom Penh-Poipet) will be
completed by 2013. • Section Poipet – Sisophon of 48km is expected to be
completed in 2012: some works has been done such as: – Mine clearing – Leveling – Embankment – Culvert installation
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• Section Sisophon-Phnom Penh (338Km): ◦ Detail measurement survey on resettlement is completed
and the civil work is in progress.
◦ Site inspection of structure (bridges and culverts), track, embankment and ballast on both railway lines is done.
◦ Railway connecting point between: ◦ Cambodia/ Thailand: The MPWT of Cambodia and State
Railway of Thailand continue to discuss for the reconstruction of the railway bridge at the border.
• Cambodia/ Viet Nam: MPWT and MOT has signed the agreement of Railway connecting point at Trapeang Sre (Cambodia)/ Hoa Lue (Viet Nam).
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Current Status of Railway Restructuring and Concession Agreement :
} The TOR of the TA 4645-CAM was to advise and assist the RCG on all aspects of restructuring the railway and the successful creation and launch of the railway operator, including advice on structural reform. The TA started in January 2006 up to now, and was extended until January 31, 2011.
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• In June 2006 the TA Consultant recommended to the RGC the urgent need for the RRC reform and advised the strategy for successful reform.
• On July 17, 2006 the RGC issued the Policy letter No 1997 MPWT on
Restructuring of the Railway in Cambodia. And on 12 September, 2007 the RGC issued Sub-Decree No 124 on Concession of the Royal Railway of Cambodia. The Policy and Sub-decree were the key legal frameworks for processing the privatization of the Royal Railway of Cambodia.
• On December 13, 2006 the RGC issued Sub-Decree No 119 on
establishment the Concession management Unit (CMU). (Later on it was changed to Concession management committee (CMC) under Sub-Decree No 124 dated September 12, 2007.) This committee had responsibilities for the procurement process, contract negotiation with successful bidder and managing the concession agreement.
• Following an international competitive bidding process, Toll Holding Ltd.
(Australia) was selected as the preferred bidder in November 2007. • Negotiations of Concession Agreement with the Toll Holdings Ltd.
Commences in January 2008 and were partially completed on October 15, 2008 with the signing of the main text of the concession agreement. Negotiations on many technical issues continued from then until final signing in June 2009.
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• On June 12, 2009 a Concession Agreement between the RGC (represented by the Ministers of Economy and Finance and Public Work and Transport) and Toll Cambodia Co. Ltd was signed.
• The term of this agreement is for a period of 30 years. The RGC concedes to a private rail operator (Concessionaire) exclusive rights to operate and maintain existing and moveable assets (conceded asset).
• Finally, the signed Railway Concession Agreement, on June 12, 2009 was declared to be effective as of October 22, 2009.
• Under Sub-Decree No 163 ANK/BK dated October 01, 2009 the Railway Government of Cambodia decided to establish a Railway Department within the Ministry of Public Works and Transport. Among key responsibilities, this Department will take over the function of the CMC and responsibility for the assets and staff of RRC.
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} On February 01, 2011, the Ministry of Public Works and Transport signed the contract of consultants’ services with CANARAIL Consultants Inc. to develop and strengthen the capacity of Railway Department. Now, the consultants’ services are in progress.
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Programme objectives:
1. Assist in the transformation of the CMC from an ad-hoc committee to a component unit of the Railway Department.
2. Assist in developing the capacity of the Railway Department to carry out its functions, in particular developing the Department’s capacity to manage to the rehabilitation of the railway and to carry out the monitoring functions defined in the CA.
3. Provide on-going assistance to the Department in building its relationship with Toll.
4. Develop the scope and content of required training programs, deliver training to staff and assist the evaluation of the effectiveness of training.
5. Assist in arranging study tours for selected staff at foreign railway institutions and entities.
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6. Prepare manuals for the department’s operations, including safety monitoring, infrastructure and rolling stock inspection, international relations (for the rail links with Thailand and, in the longer term, Vietnam) and non-concession asset management.
7. Assist in the development of the framework for the development and regulation of the rail network in Cambodia and in developing relationships with other countries in the Greater Mekong Sub-region (GMS) related to the rail sector.
8. Assist the Department in the assessment of proposals for the development of other railway lines and, if necessary, in the drafting and negotiation of agreements.
9. Undertake long term benefit monitoring, in collaboration with the Benefits and Outcomes Monitoring Consultant provided through a separate technical assistance.
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48 Km Missing Link
264km Phnom Penh-Sihanouk Ville
105km Serei Saophoan SiemReap Propose new link
239km Siem Reap-SKun
Propose new link
255km Bat Doeng-Loch Nich
(Vietnam Border). Propose new link
338Km Phnom Penh-Sisophon
48Km Sisophon-Poipet
273km Snoul-Strung Treng to Laos Border. Propose new
link
Cambodian Railway Plan
Private ) Chinese_
Understudy
I-Viet Nam • Agreed to increase quotas of commercial vehicles (Buses
and Trucks) from 150 to 300 vehicles in 2010. • Had agreed 7 International Border Gates in total, which 5
were opened for cross border transport operation including:
• 1- Bavet - Moc Bai: 30 September 2006. • 2–Tpapeang Plong – Xa Mat : 30 September 2009 . • 3- Phnom Den- Tinh Bien : 05 October 2009. • 4- Prek Chak- Xa Xia : 07 October 2009. • 5- Trapeang Sre- Hoa Lue: 29 July 2011 • The remaining Border Gate: Oyadav (Cam)- Le Thanh (VN)
along the Northern sub-corridor, both parties will be organize the opening ceremony in 2012.
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II. Lao PDR • Cambodia and Laos have Agreed to operate in total 40
quotas of trucks (exchange documents). • Each country also agreed to have 5 routes for bus operation
and each route consist of 5 buses. • Those routes are:
– Phnom Penh – Pakse - Phnom Penh – Phnom Penh - Vientiane - Phnom Penh – Siem Reap – Pakse – Siem Reap – Siem Reap – Vientiane – Siem Reap – Stung Treng - Pakse – Stung Treng
• Cambodia and Laos hold the opening ceremony for implementation of cross-border transport agreement at Trapeang Kriel / Nong Nokhien border gate on 9 April 2009.
• Both parties also agreed to have new route connecting from Pakse - What Phu [Laos] / Preah Vihear – Siem Reap [Cambodia] via new border gate for tourism promotion.
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III. Thailand : Cambodia and Thailand signed the MOU of Poipet/Arranyaprathet on Road Transport Operation, which allowed for 40 quotas of each country. …
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Thank you for your kind attention
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Greater Mekong Subregion Economic Cooperation Program 14th Meeting of the GMS Subregional Transport Forum
Country Report
on Priority Transport Projects
The People’s Republic of China
Vientiane, Lao PDR 14-15 September 2011
Roads Railways
Airports Channel Improvement
Projects included in the Vientiane Plan of Action
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Ⅰ. Roads
1.North-South Economic Corridor International Mekong River Bridge
u The Project ongoing u MOU among PRC, Lao PDR and Thailand u A 50-50 cost sharing between PRC and Thailand u Detailed design Completed in June 2008 u A grant from Thailand of about $1.2M u Commenced in February 2010 & expected to be completed by 2012
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Longling
Ruili
2. Western Yunnan Roads Development Project II (Longling-Ruili)
l Estimated cost: 1678.9 million USD l Included in the ADB RCOBP for GMS
(for a loan of $ 250 M under the 2010 pipeline) and COBP for PRC
l Negotiating meeting on ADB loan ended &Agreement on loan signed in June, 2011
l The construction will commence by the end of 2011.
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l Total Length: 259.18 KM l Estimated cost: 2937 million
USD l Financed by PRC government l Commenced in December 2009 l 4 years period l 15% investment finished by Oct
2010
Lijiang
Dali
3.Dali-Lijiang Road Upgrading
n Estimated cost: 1,554 million USD n Financed by PRC government n Implemented by two sections: Baise-Debao-
Jingxi section started on September 25, 2009; Jingxi to Longbang started in December 2010
4.Baise-Debao-Longbang Expressway
5
Ø Estimated cost: 1,841 million USD Ø Total length: 180 KM Ø Financed by PRC government Ø To be started in 2011
5.Hechi-Baise Expressway
Hechi
Baise
Ø Estimated cost: 370 million USD Ø To be financed by PRC government Ø Commenced in April 2010 Ø To be completed by 2013
6.Fangcheng–Dongxing (54km)
6
Ⅱ. Railways
l Implemented by 2 sections l The 133.6-KM section from Dali to Baoshan was
started in 2008 and is to be completed in 2013 with 45.4% of the total investment finished by the end of June, 2011.
l To be financed by the PRC Government l 939 million USD(for The 133.6-KM section from
Dali to Baoshan) l The section from Baoshan to Ruili is under
preliminary design.
1.Dali-Ruili Railway Line (PRC)
7
2. Mengzhi-Hekou Railway Line (PRC)
Estimated Cost:1,300 Million USD and to be financed by PRC Government
Started at the end of 2009, with a total length of 141.4 KM and
To be completed in 2013;
32.3% of the total investment finished by the end of June, 2011
l Estimated cost:12,900 million USD l To be financed partly by ADB loan and the
rest by PRC Government l Feasibility study report has been
submitted to the National Development and Reform Committee.
3.Nanning-Kunming Railway Capacity Expansion (PRC)
8
Ⅲ. Airports
p Estimated cost: 937 p To be financed by the PRC government p Feasibility study report has been
submitted to the National Development and Reform Committee.
p Planned to be Started in 2011 and completed in 2013
1.Nanning International Airport Improvement
9
l Estimated cost: 469 million USD
l To be Financed by the PRCgovernment
l Upgrading project for A380 type airplane started in September, 2008
l Upgrading project for the new main building to be started in 2013 and completed in 2015
l Preliminary feasibility study has been completed and is being examined for approval.
2. Guilin International Airport Improvement
Ⅳ. Channel Improvement
10
Myanmar
Yunnan
Vietnam Laos
Thailand
Cambodia
Improvement and Maintenance of Navigation Channels along the Lancang-Mekong River
p The Quadripartite Agreement on Commercial Navigation on the Lancang-Mekong River signed by PRC, Lao PDR, Myanmar and Thailand in April 2000
p 10th Meeting of the Joint Committee on Coordination of Commercial Navigation (JCCCN) held last week in Yunnan, China
11
The Upper MeKong River Navigation Channel Improvement Project conducted from 2002 to 2004 with a grant of $5M by PRC government
At the 12th Ministers’ Meeting of GMS Region, Asian Development Bank (ADB ) agreed to include Chinese government’s proposal for navigational cooperation
into its transport cooperation and work out a strategic planning for water transport.
ADB is expected to expedite this process.
Financial assistance from ADB under GMS framework needed for further improvement and maintenance of the navigation channel
12
Thank you.
5/12/14
1
Projects Included in the Vientiane Plan of Action for
GMS Development, 2008-2012
Bridge over Mekong betweenXiengkok and Kyainglap
including Access Road from Tarlay to Kyainglap
(Lao PDR and Myanmar)
* Construction of suspension bridge has been proposed
* Lao PDR & Myanmar are seeking financial assistance for Construction of the bridge.
* The access road from Tarlay- Kyainglap (Myanmar side) is under Construction
2. TRN . 024
5/12/14
2
3. TRN . 038 Dawei Deep Sea Port and Road Link to Thailand.
KAWTHOUNG
DAWEI
MYEIK
MAWLAMYINE
YANGONYANGONPATHEIN
THANDWE
KYAUKPYU
SITTWE
KAWTHOUNG
DAWEI
MYEIK
MAWLAMYINE
YANGONYANGONPATHEIN
THANDWE
KYAUKPYU
SITTWEThai company has signed contract with
Myanmar Port Authority to develop the Dawei Deep Sea Port Project. The Project Development Agreement (PDA) has been approved in November 2010.
- After project Development Agreement, Soil boring work for soil Investigation in both sea and land.
- Hydrographic Survey & Land Survey works are still undertaking now.
- Consultants companies for port, road link and industrial estate need to study in project area in detail.
- May be end of this year, the design stage will be completed.
This project includes the following works
(1) Development of a new deep sea port
(2) Ship building and maintenance service facility
(3) Industrial estate
(4) Petrochemical complex
(5) Oil refinery
(6) Steel mill
(7) Hydropower project
(8) Road and railway link between Dawei and Bangkok
(9) Oil pipe line and etc
5/12/14
3
v The Project will be implemented under three phases
within ten years.
v Dawei Deep Seaport, Industrial Estate and Road & Rail
Link to Thailand Construction Project is the first-ever
Special Economic Zone in Myanmar.
v The 170 km each long motor road and railroad that will link D a w e i D e e p S e a p o r t t o Myanmar-Thai border will be built phase by phase. The road will reach GMS Southern Corridor that leads to Vung Tau and Quy Nhon of the Socialist Republic of Vietnam through Sisophon of Cambodia via Bangkok of Thailand.
v The 220 meter-wide road includes an eight-lane highway t o g e t h e r w i t h r a i l r o a d , pedestrian lane, Local road, Union road and Traffic islands. Oil and Natural Gas pipelines will be laid in parallel wit motor road and railroad.
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4. TRN. 040
Improvement and Maintenance of Navigation Channels along the Lancang – Mekong River (PRC, Lao PDR, Myanmar, and Thailand)
The improvement of Khon Phi Laung Shoal was included in the navigation channel improvement project on the Upper Mekong River which was approved by the four countries and could be conducted as soon as the boundary demarcation between Laos and Thailand is completed.
R3 Tachileik-Kyaington-Mongla Road (256 km) (Myanmar)
(Along North-South Corridor)
Completed
Lashio-Muse (176 km) (Myanmar)
(Along Northern Corridor)
Completed
5/12/14
5
1. TRN . 021
East – West Economic Corridor
Thinganyinaung - Kawkareik
(Myanmar)
Maesot
Kawkareik
Myawady Thingannyinaung
Myawady – Thingannyinaung Upgraded Portion
Upgrading of the first (18 km) section of Maesot / Myawady to Thingannyinaung, with grant aid of Thai Government, was completed in June, 2006.
5/12/14
6
11
AH1 at Myawady
34 35
5/12/14
7
13
A
C
B
Kawkareik
Myawady
Thingannyinaung
Thingannyinaung – Kawkareik New Alignment
Selected
This project involves construction on the new alignment between Thingannyinaung and Kawkareik.Detailed design was completed in 2008 with Thailand’s grant of about Baht 15 m.
5/12/14
8
(b). China-Myanmar Rail link (Rueli-Muse-Lashio-Mandalay-Kyaukphyu)
Progress of Implementation - After signing MoU between Ministry of Rail Transportation of Myanmar and China Railway Engineering Corporation (CREC), a feasibility study for construction of new standard-gauge railway line from Rueli to Kyaukphyu (a deep sea port in the Bay of Bangal) was being conducted. Further negotiation between two sides will be proceeded for BOT concession agreement.
Indicative Time Line - Within 5 Years
Estimated Cost - 20 Billion USD
Sources and Status of Financing - BOT
1
14-15 September 2011 Vientiane, Lao PDR
2
Chiang Rai Mae Sai
Chiang Khong
Pha Yao
Lampang Uttaradit
Phitsanulok
Bangkok
Mae Sot
Tak
Sukhothai
Khon Kaen
Kalasin
Mukdaharn
Laem Chabang
Chachaengsao
Sa Kaeo Aranyaprathet
Rayong Chanthaburi Trat
North-South
East-West
Southern
R3: Chiang Rai - Kunming Road Improvement via Myanmar and Lao PDR
R2: Myanmar - Thailand - Lao PDR - Viet Nam (East - West Corridor) Project
R1: Bangkok - Phnom Penh - Ho Chi Minh City - Vung Tau Road Improvement Project
R10: Southern Coastal Corridor Project
GMS Road Projects in Thailand
3
North – South Economic Corridor (R3)
in Thailand
Chiang Rai Mae Sai
Chiang Khong
Pha Yao
Lampang Uttaradit
Phitsanulok
Bangkok
Thailand – Lao PDR – PRC (R3E) Road • Bangkok – Chiang Rai (830 km) – 4-lane or more • Chiang Rai – Chiang Khong – 2-lane highway, Plan to (110 km) widen to 4-lane in next 5 years Bridge
• Mekong Bridge - TA (by ADB) completed at Chiang Khong - Thailand & PRC share the construction cost - Detailed design (DD) completed in June 2008 with a grant from Thailand.
- Construction period 2010 – 2012 Thailand – Myanmar – PRC (R3W) Road
• Bangkok – Mae Sai (890km) – 4-lane or more
• New Mae Sai Bypass (8km) – Completed (April 2007)
Bridge
• Second International Bridge – Completed (January 2006)
across Sai River
Thailand
Myanmar
Southern China
Chiang Rai
Keng Tong
Jinghong
Houayxay
Louang Namtha
Kunming
Muang Xai
Huai Kon
Yuxi
Yuanjiang
Pu’er
Simao
Mae Sai Tachilek
Louang Prabang
Mohan
R3E R3W
R3
R3W
R3E
Lao PDR
Dalua
R3 Chiang Rai - Kunming Road Project via Lao PDR and Myanmar Road R3E Thailand Chiang Rai – Chiang Khong – 2-lane highway, Plan to (110 km) widen to 4-lane in next 5 years
Lao PDR
Houayxay-Boten (228 km) – 2-lane highway PRC Mohan-Jinghong (240 km) – 2-lane or more Road R3W Thailand Chiang Rai – Mae Sai (60 km) – 4-lane highway Mae Sai Bypass (8 km) Myanmar Tachileik-Kyaington -Mongla (256 km) – 2-lane highway PRC
Daluo – Jinghong (130 km) – 2-lane highway Jinghong–Kunming (620 km) –Expressway 4-6 lanes
4
7
Yangon
Pa-an
Mawalamyine Mywaddy Mae Sot
Tak Sukothai
Phitsanulok A. Chumpae
Khon Kaen
Kalasin Mukdaharn/
Savannaket
Seno
Maung Pin
Dansavan/ Lao Boa Dong Ha
Danang
The East-West Economic Corridor Project [Viet Nam - Lao PDR - Thailand – Myanmar]
Myanmar
Existing 2-lane Highways Upgraded 2-lane Highways Upgraded 4-lane Highways (335 km.) Under upgrading to 4-lane Highways (167.376 km.)
HAI VAN PASS TUNNEL
Mottama Bridge
Thailand
Cambodia
Lao PDR
Vietnam
Haivan Pass Tunnel
• Danang Port
2nd Friendship Bridge
A. Lomsak
Thanlwin Bridge
Nakhon Phnom-Khammouane Bridge
Mae Sot/Myawaddy -Thingannyinaung (Dawna Range) 17.35 km.
THAILAND
Completed in June 2006
Myawaddy/Mae Sot
Thingannyinaung – Kawkareik 28 km. - D/D completed in October 2008 - Construction budget approved, Exchange of Note under preparation between Thailand and Myanmar
Myawaddy
Kawkareik
Mae sot
Existing road
New Alignment
Foot of Dawna range
Thingannyinaung
5
Siem Reap
Vung Tau
Ho Chi Min City
Bangkok Aranyaprathet
Southern Economic Corridor R1 : Bangkok - Phnom Penh - Ho Chi Min City - Vung Tau
9
Phnom Penh
Total Length 1,000 Km. • Thailand = 300 Km. • Cambodia = 570 Km. • Viet Nam = 140 Km.
Bangkok Aranyaprathet
Nakhon Nayok
304
304
305
33
33
Kabin Buri
Phanom Sarakham
Sa Keaw
359
Prachin Buri
Remark: 4 - lane Highways 2 - lane Highways Upgraded 4 - lane Highways Upgrading to 4 – lane Highways
Rangsit
Thailand Section: Bangkok - Aranyaprathet
6
Bangkok
Laem Chabang
Rayong Chanthaburi Trat
4 lanes or more
Under widening to 4 - lane
Plan to widen to 4 lanes
2 lanes
Thailand
• Bangkok – Trat (290 km) - 4-lane highways
• Trat – Hat Lek (89 km) - Next 5-year widening plan
- 4-lane highways (18.1 km.)
- Under widening to 4 lanes
(14.625km.)
Cambodia
• Koh Kong – Sre Amble (151 km) - Thailand’s assistance
+ 4 major bridges
(Construction of the road and the bridges completed
and officially opened on 14 May 2008)
Hat Lek
R10: Bangkok – Trat – Koh Kong – Sre Amble – Ca Mau
Nakhon Sawan
Bang Pa-In
Bangkok
Ang Thong
Sing Buri
Chai Nat
Uthai Thani
Northern Linkage
Bangkok
Chon Buri
Pattaya
Rayong Chanta Buri
Trat
ESB
Eastern Linkage
Pak Tho
Phetchaburi
Cha-am
Ban Pong Bangkok
Chon Buri
Samut Songkhram
Samut Sakhon
Southern Linkage
Road Development in Thailand Supporting to GMS Program
Remark:
4 - lane Highways Upgraded 8 - lane Highways
7
Route Alternatives for SKRL Project
1. Singapore – Malaysia – Bangkok – Aranyaprathet – Cambodia – Vietnam – China
1
2. Singapore – Malaysia – Bangkok – Three Pagodas Pass – Myanmar – China
3. Singapore – Malaysia – Bangkok – Nong Khai – Lao PDR – Vietnam – China
4. Singapore – Malaysia – Bangkok – Nong Khai – Lao PDR – China
5. Singapore – Malaysia – Bangkok – Ubon Ratchathani – Lao PDR – Vietnam – China
6. Singapore – Malaysia – Bangkok – Bua Yai – Mukdaharn – Lao PDR – Vietnam - China
2
3
4
5 6
7
7. Singapore – Malaysia – Bangkok – Chiang Rai – Chiang Khong/Houy Sai – Lao PDR – China
Rail Transport
8
3. Singapore – Malaysia – Bangkok – Nong Khai – Lao PDR – Vietnam – China
Nongkhai
Thanaleng
1. Thanaleng – Nongkhai 3.5 km. ( Funded by Thai Government : 30% grant and 70% soft loan) is completed and the opening ceremony was held on 5 March 2009.
2. Thanaleng-Vientiane Railway Extension : the detailed design work was completed in May 2010 (9 million baht granted by Government of Thailand). The estimated investment costs is 1,650 million baht approximately and now under consideration for assistance contract between NEDA of Thailand and LRA of Lao PDR.
Thailand – Lao PDR Railway link ::
9
MIDDLE EAST, EUROPE,…
On-going Improvement/Development Project
SOUTH ASIA
JAPAN, CHINA PACIFIC, USA,…
49
Water Transport Chiang Saen Port
Dawei
Chiang Sean I Port
• Completed construction in 2003 by Marine Department
• Accommodate 8 vessels of 25-meter long simultaneously
• Managed by the Port Authority of Thailand
10
Chiang Sean Port
Chiang Saen II Port
Location of Chiang Sean II Port
Chiang Khong
Golden Triangle
R3A
Lao PDR
Myanmar
Flood way
Mekong River
Port Office Quay Wall
Birth with Ramp (S) Birth with Ramp (N) Flood Plain
Kok River
11
Laem Chabang Port Operation Programme for Phase 2 Development (Phase II)
Stage Terminal Function Berth Length (m)
Operation Year
1 C3 Container Terminal 500 2004
2 C0 Passenger Terminal 400 2006
2 C1+C2 Container Terminal 700+500 2007
3 D1+D2+D3 Container Terminal 700+ 500+ 500 October 2011
The Development of Dawei Deep Seaport
• Thai company and Myanmar Port Authority signed contract to develop the Dawei Deep Sea Port Project, PDA has been approved.
• MOU between Thailand and Myanmar on the Development of Dawei Deep Seaport and Road link to Bangkok (signed on 19 May 2008 at Singapore).
12
ChiangSaen ChiangKhong
MaeSai
ChiangRai
ChiangMai HuayKhon (Nan)
LuangPhabang
ChaingTung
Jinghong
Improvement and Maintenance of Navigation Channel along the Lancang-Mekong River
Myanmar PRC
LaoPDR
Thailand
Vietnam
• Commercial Navigation Agreement signed on 20 April
2000 in Myanmar
• Official inauguration on 6 June 2001 in PRC
• The 9th JCCCN meeting during 10-11 August 2010 discussed possible alternatives to conduct survey on the need for improvement and maintenance of Lancang-Mekong River and all parties will report the outcomes of the domestic consultation on the proposed alternatives at the next JCCCN meeting.
• The Emergency Plan to Handle and Coordinate the Navigation-related Unexpected Accidents on the Lancang-Mekong River among China, Laos, Myanmar and Thailand has been signed during the Sixteenth ASEAN Transport Ministers Meeting on November 2010 in Brunei.
13
Promoting the GMS CBTA
Completed: • 2 Workshops for driving instructors on training for driving
on different sides of the road. • 2 Seminars to distribute GMS CBTA details to relevant
officials and Transport Operators .
Ongoing: • 1 Training local authorities that have duties relevant to
cross-border activities at border province. • 1 Seminar to promote the knowledge of GMS (Venue
TBC)
5/12/14
1
Vietnam Country report STF 15, Vientiane, Laos
Presenter: Mr. Nguyen Ngoc Thuyen Deputy Director General Department of International Cooperation
14 September 2011
GMS Ha Noi – Lang Son Expressway project
• 130 km/4-6 lanes expressway • 2011-2013 • $ 1.300 M • To be co- financed by ADB
(900 M), EDCF (140 M) and the Government of Viet Nam (260 M);
• The F/S of Ha Noi-Lang Son Expressway Project is being prepared by Consultants. Bid for detailed design is under preparation.
14 September 2011
5/12/14
2
GMS: Ha Long-Mong Cai Expressway
• 144 km/4 lanes expressway • $ 1.100M • ADB consultants
recommended to delay the investment after 2015 when Hanoi – Haiphong Expressway completed.
• ADB consultants completed final report on PPTA
14 September 2011
Second GMS Northern Transport Network Improvement Phase I : Luangprabang -Thanh Hoa.
• 2010-2016 • $ 97,4 M • To be financed by ADB
$ 75M, and Vietnamese government $22.4 M.
• Loan Agreement is signed by 1st Quarter 2011; civil works will be commenced by 4th Quarter of 2011.
14 September 2011
5/12/14
3
Ben luc – Long Thanh Expressway • 57,8 km/ 4 lanes expressway • 2010-2014 • $ 1,608.0 M • Co-financing by ADB, JICA and
the Government of Viet Nam. Amount to be financed by ADB of $636M, JICA 635 M and the Government of Viet Nam 337 M.
• Project investment has been approved in October 2010.
• Detail Design Contract was signed in November 2010;
• Now project in land acquisition progress.
14 September 2011
Ho Chi Minh – Long Thanh – Dau Giay Expressway
• 55km/4 lanes expressway. • 2009 -2014 • $992.17 M • Co-financing by JICA $
516.5M, ADB $410.2M and counterpart funding from the Government of Viet Nam $5.7M
• The construction work commenced in October 2009 and will be completed by the end of 2014.
14 September 2011
5/12/14
4
GMS Southern Coastal Corridor Project (1st component ) • 2009-2014 • $ 400M • Financed by ADB (loan
$75 M); EDCF (Korea) $220 M; Australia ($ 25 M); and the Government of Viet Nam ($80 M).
• For ADB & Australia’ funded components, civil works commenced by January 2011;
• For 2 EDCF’ funded components (Korea) civil works will commence by 2st Quarter 2011;
14 September 2011
Central Mekong Delta Transport Connectivity Phase I • 2011-2015 • $ 751 M: $130M
financed by the Australian Gov; $220M to be financed by ADB; $ 200 M to be financed by the Korean Gov; The rest $ 201 M will be financed by Vietnamese GoV.
• As planned detailed design contract will be signed by June 2011
• Construction work will be started by 2nd Quarter of 2012 and will be completed by 2015.
14 September 2011
5/12/14
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Bien Hoa – Vung Tau expressway Bien Hoa – Vung Tau expressway and widening NH51: length 69km, 6 lanes; commenced at the end of 2009 and will be completed in 2013
• Total investment: $ 679.0 M • The project is under BOT
scheme • 1st phase of the Project’s
has been carrying by a domestic corporations including Idico + BIDV+Song Da.
14 September 2011
Da Nang – Quang Ngai Expressway (chưa) • 130 Km 4 lanes expressway • 2011- 2014 • $ 1.472M • Co-financing from WB
632M, JICA 678M and the Government of Viet Nam 162M.
• F/S has been approved in Sep. 2010;
• Project in land acquisition progress
14 September 2011
5/12/14
1
Country report of Viet Nam 15th Meeting of the GMS
Sub-regional Transport Forum 14-15 September 2011
Presenter: Mr. Nguyen Ngoc Thuyen Deputy Director General Department of International Cooperation
14 September 2011 1
Background information on Existing railway
• Railway operates over 2,600 route-km, comprising seven main lines and several branch lines.
• Network is all of single track with 1,000mm gauge (85.5%), 1,435 mm gauge and dual-gauge sections.
• VR has two divisions: Transport and Infrastructure
• VR is an independent SOE under the government
14 September 2011 2
5/12/14
2
Issues • Lack of market orientation • Low utilazation of assets • Huge backlog of
infrastructure maintenance • Lack of modern business
tools • Inadequate financial/
performance agreement between railway and the government
14 September 2011 3
Master plan up to 2020 1. Development of railway transport: • Until 2020: Railway transportation should account for 13% in terms of the
demand on passenger transport and 14% in terms of the demand on goods transport.
2. Infrastructure development
Until 2020: Completing the improvement and upgrading the existing railway network to gain the standardized national railway Grade 1; completing the linkage of railways with international ports such as Cai Lan, Lach Huyen, Van Phong, Cai Mep - Thi Vai, and with industrial zones, mines and tourism areas; striving for the completion of Lao Cai - Hanoi - Hai Phong railway route and Hanoi - Dong Dang railway route; connecting with Singapore – Kunming Rail Link.
• For new construction, railways with the standardized gauge 1,435mm should be prioritized The Hanoi - Lao Cai route, Hanoi - Hai Phong route and Hanoi - Dong Dang route are to be constructed with the standardized gauge 1.435 mm.
14 September 2011 4
5/12/14
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Ha Noi – Lao Cai Railway Upgrading • Total length: 296 km, Rehabilitation
and upgrading of the section as follows:
• Replacement of super structure, rehabilitation of weak bridges, realignment of some sections, set up some new stations...
• Financing: Co-financing $ 60M from ADB, $ 80M from the Government o f F r a n c e a n d $ 2 0 M f r o m Vietnamese Government with the total cost of USD 160 mil. Bidding for construction work is under preparation.
• Implementation period: 2010-2013.
14 September 2011 5
Yen Vien – Cai Lan Railway Project • 130 km long, dual-gauge
track (1000 & 1435mm) is under construction, with the total cost of USD 400 mil. (Vietnamese Government funding) and is expected to be complete in 2015
14 September 2011 6
5/12/14
4
Di An – Loc Ninh Project Length: 129 km including 12 stations,
from Hoa Lu to Di An, its F/S has been completed. Double track, standard gauge, electrification.
- Railway connecting point with Cambodia at Hoa Lu Border Gate.
- First Phase: construction of single t r a c k w i t h 1 . 0 0 0 m m g a u g e (embankment standard gauge) to connect with North – South Railway line.
- Estimated cost: USD 740 Million
14 September 2011 7
1
Establishing the GMS Railway Coordination Office
15th Meeting of the Subregional Transport
Forum
Vientiane, Lao PDR 14-15 September 2011
Peter Broch
Senior Transport Economist, Transport and Communications Division, Southeast Asia Regional Department, ADB
• Facilitate economic development by enabling efficient trade by railway across borders
• Reduce congestion and negative social impacts of transport
• Reduce fuel dependency and CO2 emissions
The Purpose
Traffic Growth 2004-2
015
0 2000 4000 6000
Aviation
Private truck
Public truck
Shipping
Rail
Carbon Footprint per Ton/Km
2
Current Railway Activities in the GMS
National
• High Speed Networks are being built in PRC and are being considered in Thailand and Viet Nam
• Expansion and Upgrading of Existing Networks is ongoing in all GMS countries
• Urban Light-Rail and Metro systems are being built or considered in Cambodia, Myanmar, PRC, Thailand, and Viet Nam
Cross-border Connections
• Existing Links between PRC and Viet Nam, and between Laos and Thailand are being upgraded or expanded
• New Links are being built or are being considered from Cambodia to Thailand and Viet Nam; from Laos to PRC, Thailand and Viet Nam; and from Myanmar to PRC and Thailand
Planning of the GMS Railway Coordination Office
Status
• We have had the good fortune to secure the services of Mr. Greg Wood
• Greg is an internationally recognized expert in railway development and has extensive prior experience in the GMS
• Greg has:
ü Completed the first round of consultations with the countries
ü Prepared the first draft of his recommendations for establishing the GMS Railway Coordination Office, which we shall discuss presently
Related Development
• ADB and the International Union of Railways (UIC) have negotiated a MOU for cooperation
• When signed, the MOU will enable the GMS Railway Coordination Office to draw on the UIC’s unique expertise about practical cross-border railway integration
3
Thank You
Greg, your turn!
5/12/14
1
15th GMS Subregional Transport Forum
Issues and Op>ons for Establishment of a Railway
Coordina>on Office
Presenta>on
• Background • Interna>onal Experience • GMS / ASEAN Experience • Issues for Considera>on
5/12/14
2
Background
• GMS Ministers endorsed the Strategic Framework for Connec>ng the GMS Railways (Strategic Framework) at the GMS Ministerial Mee>ng in Hanoi in August 2010.
• The Strategic Framework proposed to establish a GMS Railway Coordina>on Office to facilitate planning and crea>on of anintegrated GMS sub-‐regional railway system, and suppor>ng the crea>on and future opera>on of ins>tu>ons and opera>onal procedures required to enable efficient cross-‐border railway traffic.
Background
• The Strategic Framework proposed to address these issues by: – developing sub-‐regional interconnec>on standards for technical and opera>onal integra>on of the na>onal railways;
– developing the ins>tu>ons and procedures required to effec>vely integrate the na>onal railways;
– developing na>onal adapta>on plans aimed at preparing the na>onal railways to par>cipate effec>vely in cross-‐border railway traffic in physical, opera>onal and procedural terms;
– establishing the first opera>ng mul>-‐country GMS railway line no later than year 2020; and
– establishing a GMS Railway Coordina-on Officeto coordinate and facilitate these ac>vi>es and the subsequent opera>on and development of the GMS railway system.
5/12/14
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Interna>onal Experience -‐ AAR
North American Experience • Associa>on of American Railways (AAR) – AAR ensures that the rail industry meets transporta>on needs efficiently and professionally by working with elected officials in Mexico City, Washington, D.C. and O]awa on cri>cal transporta>on and related issues.
– AAR is not an official intergovernmental body but rather an associa>on of members with an interest and a commitment to rail transport.
– AAR is also the standard se^ng organiza>on for North America's railroads with its main focus on improving the safety and produc>vity of rail transporta>on.
Interna>onal Experience – AAR
• AAR members are divided into full members; mainly the class I railways in North America, Amtrak; Affiliate members who are non class I railways and commuter railroads; and Associate Members who are mainly companies that do business with the railway industry.
• All levels of membership are allowed to join the technical commi]ees but any member is limited to only two commi]ees.
• Commi]ee work is voluntary and self financed including travel to commi]ee mee>ngs.
5/12/14
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Interna>onal Experience – AAR
• AAR has a wide publica>ons program and provides industry manuals and guides for all key ac>vi>es affec>ng the members.
• AAR also operates an industry standard test track in Pueblo Colorado that tests all major innova>ons to track or equipment before allowing those innova>ons to enter normal railway use.
• AAR also operates a real >me shipment tracking system and a database of all member equipment.
Interna>onal Experience -‐ AREMA
American Railway Engineers and Maintenance of Way Associa>on
• AREMA is a sister organiza>on to the AAR and is more targeted at specific technical issues of importance to its members. Many organiza>ons are members of both AAR and AREMA
• While AAR focuses on policy, standards and guidelines, AREMA focuses on the technical details of infrastructure or equipment. For instance, AREMA will set wear limits for all the different kinds of rail used on member railways in terms of head loss and configura>on.
5/12/14
5
Interna>onal Experience -‐ EC
European Commission The Commission is proposing the following measures: • to examine the scope for improving interoperability on
major interna>onal routes in cost-‐effec>ve ways; • to study how to eliminate delays at fron>ers for freight
traffic; • to assess what infrastructure improvements need to be
made to develop freight transport; • to assess policy instruments to reduce railway noise; • to emphasize socio-‐economic study proposals to support
the transi>on from several na>onal railway systems to one European system.”
Interna>onal Experience -‐ ERA
European Railway Agency • Established in 2004 in Valenciennes, France Mandate to: • prepare new and updated legisla>ve acts for adop>on by the Commission and to give other technical support to the Commission on ma]ers related to movement of goods throughout Europe by rail.
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Interna>onal Experience -‐ ERA
• Ac>vi>es – Develop common standards for safety, safety regula>on and accident inves>ga>on;
– Improve technical and opera>onal harmoniza>on, including condi>ons for mutual acceptance of railway equipment;
– Facilitate informa>on exchange by improved networks, registers and databases and implementa>on of standard regula>ons;
– comply with the Community regula>on and internal control requirements.
Interna>onal Experience -‐ UIC
Interna>onal Railway Union • UIC was established in Paris in 1922. • UIC has 82 ac>ve members (including the railways from
Europe, Russia, the Middle East, North Africa, South Africa, India, Pakistan, China, Japan, Korea, Kazakhstan, and companies opera>ng worldwide such as Veolia Transport),
• 80 associate members (including railways from Asia, Africa, America and Australia) and
• 35 affiliate members (related or ancillary rail transport businesses or services).
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Interna>onal Experience -‐ UIC
The key objec>ves in the UIC mission are to: • Promote rail transport world wide; • Promote interoperability, crea>ng new standards for
railways and intermodal opera>ons; • Develop and facilitate interna>onal coopera>on among
members including sharing of best prac>ces (benchmarking);
• Support new business development and new areas of ac>vity;
• Propose ways to improve technical and environmental performance, boos>ng compe>>veness and reducing costs.
Interna>onal Experience -‐ UIC
UIC exists through and for the benefit of its members. • Member’s needs shape projects run by the UIC plamorms
and forums. • Technical commi]ees create standards through review
and professional study by the commi]ees to improve opera>on, safety and performance and issue Leaflets on technical and policy ma]ers to guide members.
• This is par>cularly important for GMS countries where only now is it becoming important to consider common technical standards for equipment, track and opera>ons.
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Interna>onal Experience -‐ OSJD
Organisa>on for Coopera>on of Railways (OSJD) • OSJD was established in 1956 by the railway ministers of
Albania, Bulgaria, Hungary, Vietnam, East Germany, China, North Korea, Mongolia, Poland, Romania, the USSR, and Czechoslovakia.
• ministers decided to establish a special inter-‐governmental organiza>on, the execu>ve body of which started opera>ons in Warsaw, Poland on 1 September 1957.
• Currently OSJD consisted of 27 member countries with six observers and 17 commercial members.
Interna>onal Experience -‐ OSJD
• OSJD is an intergovernmental body responsible for concluding and policing interna>onal railway agreements and related ma]ers, as well as for coordina>on of opera>ng condi>ons and tariffs.
• Supports joint work by ministries of transport, customs, immigra>on, and by railway administra>on to create more favourable condi>ons for moving passengers and freight across fron>ers.
• This is partly achieved by ensuring comparability between the legal frameworks of the affected members to ensure interoperability of infrastructure and rolling stock.
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Interna>onal Experience -‐ Summary
Lessons Learned • non government and railway members strengthen technical commi]ees by
incorpora>ng the experience of professionals in the supply and consul>ng industry and academics;
• Member Government involvement allows for a more direct decisions on legal structure as is the case for the OSJD;
• Technical commi]ees se^ng industry standards is a very important role including publishing findings and manuals for the industry;
• Training and outreach ac>vi>es are also important. Training centres ensure widespread knowledge about and ability to apply the common technical standards;
• The organiza>ons are self financing from their memberships -‐ from membership subscrip>ons to government subven>ons. Organiza>ons run on a professional and cost accountable basis that reports annually on achievements and with professional audit of revenue and spending;
• Staff are open professionals, hired on the open market or seconded from the members who remain with the organisa>on for a limited >me. Salaries paid for staff are comparable to private sector salaries.
GMS Experience – ASEAN
ASEAN • Since 1967 ASEAN has aimed for efficient goods and people
movement across member borders. Since 1992 free trade agreement, ASEAN has completed a number of protocols related to the safe movement of goods and people. These are listed as : – Designa>on of Transit Transport Routes and Facili>es; – Designa>on of Fron>er Posts; – Railways Border and Interchange Sta>ons; – Customs Transit System; – Sanitary and Phytosanitary Measures; – Dangerous Goods.
• Given ASEAN on the requirements for border, customs and interchange rules, the development of a GMS standard could be based on the ASEAN standards to ensure that no confusion exists between the two organiza>ons.
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GMS Experience – PRC:VN
• modern interchange agreement was nego>ated and signed in 1992.
• annual mee>ngs elaborate or amend the the 1992 agreement.
• Many of those clarifica>ons are technical and form a common protocol to supplement the main agreement.
• The most recent protocol is dated 2010 and is available as a separate translated document.
GMS Experience – PRC:VN
• The gauge change between P.R. China and Viet Nam con>nues to be a challenge.
• current track in Viet Nam needs upgrading. A standard gauge track is under construc>on from the P.R. China border to Kunming. Con>nua>on to HaiPhong is planned by VNR by 2020.
• The current logis>cs at the border crossing – par>cularly the Nanning to Hanoi crossing, impose a heavy >me burden on travelers and goods with open long delay. Dual inspec>on is now used but single stop inspec>on is possible for future implementa>on.
• All provisions of the interchange of traffic between Viet Nam and P.R. China are governed by the agreements reached by OSJD, of which both countries are members.
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GMS Experience – Thai:Cam
• rehabilita>on of the 48 km gap between Thailand and Cambodia on the Cambodian side is likely to be open by mid/late 2012. Pressure is now on to close the six km gap on the Thai side of the border.
• State Railway of Thailand planning staff indicated that the construc>on of the missing six km of track will be part of a larger track strengthening program that is currently under nego>a>on and wai>ng for approval.
• This is an important link because it will allow Cambodia access not just to Thailand but also the whole of Malaysia and Laos.
GMS Experience – Thai:Mal
• Thailand and Malaysia have operated the most successful interchange agreement in the region for over 40 years.
• Traffic has successfully moved across the border in both direc>ons and it is possible to take one train from Bangkok toJohor Bahru.
• Joint border sta>on allows for efficient transit. Staff are allowed to work on both sides of the border. Exis>ng agreement gives good basis for equipment interoperability.
• But future full interoperability requires effort to improve the track condi>on, improve locomo>ve power and ensure safe opera>ng standards.
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GMS Experience – Thai:Laos
• Laos – Thailand agreement is very new. • Noteworthy for establishment of Interna>onal Sta>on in
Laos for joint opera>on and customs inspec>on. However, the agreement is not being followed in prac>ce.
• mainly a haulage agreement whereby SRT agrees to haul trains on behalf of Laos.
• op>on exists for Laos to purchase its own running stock and develop its own trains. For instance, unit trains to and from LaemChabang Port.
• Agreement is reciprocal so expansion of the Lao>an rail network will allow SRT trains on Lao tracks.
GMS Experience
Lessons Learned • Closing the gaps in the system to achieve a true network structure
remain a stubborn objec>ve but actual achievement of results lags badly behind hopeful statements. More tangible effort is needed if those gaps are ever to be closed;
• Standards between and among the member railways will remain a problem for quite some >me and a very useful focus for the new RCO will be to examine those standards with the view of establishing a base that can be achieved across the GMS region;
• Track condi>on is a challenge in the region. Both Vietnam and Thailand recognize the limits of their current track and have plans in hand to improve the track condi>on. But if effec>ve interline traffic volumes are to be achieved in the future, be]er track and more reliable locomo>ve power is a pre-‐requisite.
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Key Issues -‐ Mandate
What should be the mandate or role of the RCO? • Coordina>on of monitoring and planning to ensure selec>on of most cost
effec>ve and prac>cal cross border connec>on; • Coordinate agreement on sources of finance and alloca>on of
responsibility for missing links; • Development of technical and opera>ons standards for applica>on across
the member railways; • Development of agreements and protocols for ongoing interchange of
goods, people, and equipment across na>onal borders; • Provide clearing house services to allow funds alloca>on from
compensa>on for loss and damage to equipment or track or to allocate revenue from through shipments and facilitate discussions on insurance;
• Form subject focused technical or opera>onal review teams to determine cause and liability for any major issue or dispute between the member railways;
Key Issues – Mandate (cont’d)
• Technical Assistance studies to review issues or standards and coordinate implementa>on of the results based on the agreement of the member governments and the study sponsors;
• Develop a training and technical support program to train locomo>ve drivers, dispatchers, commercial and accoun>ng staff and marke>ng staff on the procedures and approaches to use for regional cross border traffic.
• Determine and develop a set of safety standards and guidelines. • Assist member countries in achieving and maintaining ISO
accredita>on in rail opera>ons. • Determining and developing a set of opera>ng protocols for cross
border rail opera>ons, locomo>ves, wagons and train crew. • Transla>on of safety standards and opera>ng systems into na>ve
tongue or the training of the relevant personnel in English as the recognized rail safety language
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Key Issues -‐ Mandate
• Should any of the above roles not be assigned to the RCO?
• What other roles should the RCO carry out on behalf of the members?
Key Issues -‐ Organisa>on
What type of organiza>on should the RCO be and how should it develop?The op>ons for ini>ally establishing the RCO are as follows:
i) Standing commi]ee of GMS member country plus Malaysia
representa>ves with no formal structure; ii) Coordina>on office located within ADB to support the development of the
missing links and to help ini>ate more formal discussions on developing common regional standards for infrastructure, equipment, opera>ons and cos>ng. This office could ini>ally be funded by the ADB for a limited >me and then expanded to become a stand alone office with professional staff;
iii) a small core office to coordinate planning for the missing link routes; for iden>fying and organizing sources of finance; with developing policies for the efficient movement of goods an people and for se^ng up commi]ees to create common technical standards and guidelines for applica>on across the member countries.
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Key Issues -‐ Organisa>on
Considera>ons • all members will not be linked to the regional network ini>ally. • Not reasonable to expect that all countries will be willing to pay to
support the RCO. • During the ini>al period will need to be kept as small as possible with as
much volunteer input. • For ini>al period needs a small organisa>on with limited outside support. • Since mul> country movements are already possible through the GMS and
Malaysia network and soon between Thailand and Cambodia, there already exists a need to begin to establish principles for interchange of equipment and standards for physical works and equipment. Establishment of technical commi]ees can begin now.
• Once the linkage between P.R. China, Viet Nam and Thailand – either via Laos or via Cambodia has been completed, then the second stage organisa>on with larger staffing and expanded mandate to include more technical issues will be needed.
Key Issues -‐ Organisa>on
• From the above op>ons then, either op>on two or more likely op>on three is the most prac>cal but with the provision that the ini>al establishment will be supported by member countries with help from one or more donor agencies for a limited period of >me.
• Do member delegates have a different view of the development of the RCO? How fast should it be set up?
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Key Issues -‐ Membership
Who should be members of the RCO and under what umbrella should the RCO be established?
• Malaysia, in par>cular Port Klang is a prime des>na>on for GMS cargo and as traffic begins to build throughout the region, Malaysian traffic will certainly be part of that growth. If Malaysia is part of the RCO membership, then Singapore also should be a member.
• Given ASEAN wide protocols it may be logical to extend the membership of the RCO to all of ASEAN countries.
• All countries in the GMS region with the excep>on of P.R. China are also members of ASEAN and ASEAN offers and organiza>onal home that could accommodate the RCO.
Should the membership of the RCO be open to Malaysia and Singapore? Should the RCO be established as an ASEAN organisa>on?
Key Issues – Organisa>on Structure
• The RCO must have an organiza>onal structure – a stand alone company with shareholding by the members, – a non for profit corpora>on registered in one of the member countries, – a registered associa>on, – a unit of one of the donor agencies such as the ADB or it may be – an interna>onal organisa>on under one of the other recognized bodies.
• Normally organisa>ons that hold property, manage money, establish a bank account must be a legal person. That means registra>on as a legal en>ty. Many forms of associa>on exist around the world.
Should the RCO remain for the >me being as just an ad hoc office with no legal standing? Should the RCO be established as a legal en>ty in the country where it will be resident? Should the RCO be established with a linkage to ASEAN?
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Key Issues -‐ Loca>on
Where should the RCO be located? • Criteria for successful opera>on include: – Linkage to other GMS Ci>es – Quality of Support Services – Availability of Office Space – Use of English – Access to Interna>onal Schools – Impact of RCO on Country – Access to Internet – Ease of Delegate Travel to RCO
Key Issues -‐ Loca>on
• The ranking of each city against the above criteria can produce a picture of each ci>es desirability.
• Of the poten>al host ci>es Bangkok stands out as having the most posi>ve characteris>cs and par>cularly since Bangkok is within the ASEAN region, ease of access for delegates as well as a wide selec>on of available air connec>ons make Bangkok a desirable loca>on for the establishment of the RCO.
Is Bangkok the most logical loca>on for the RCO? Are there
strong reasons why another city should be considered in addi>on to Bangkok?
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Key Issues -‐ Staffing
How should the RCO be staffed? • The size and complement of staff will depend directly on the
agreed list of responsibili>es as above. The size could range widely depending on the mandate selected and approved by the members.
• The objec>ve should be to match fixed cost to the requirements of the mandate with a >ght core team structure supplemented by academics and consultants for specialised focused work.
Should the RCO have a core unit of professional staff or exist only as a collec>on of voluntary staff working through a commi]ee structure?
Do members agree that as the RCO expands, most of the staffing will be through secondment of staff from the members?
Key Issue -‐ Financing
How should the RCO be financed? • Start up cost and Seed Money. Some GMS countries will not gain
much benefit from the forma>on of the RCO for the first year, so unlikely to be willing to fund its crea>on. This may be overcome by providing seed money to get the RCO registered and key core staff hired under a grant from one of the major interna>onal financial ins>tu>ons.
• Fixed cost for the first 10 years for office rental, opera>ons, administra>on staff, permanent technical staff, seconded staff and allowances may come ini>ally from a membership subscrip>on fee combined with a fixed percentage levy on annual revenue by member railways as reported in the audited annual reports.
• Fixed cost aBer 10 years or aper traffic reaches a minimum threshold. The actual interchange traffic moved could be the basis on which part of the RCO is paid over the longer term -‐ similar to a toll fee paid on the basis of the transfers.
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Key Issues -‐ Financing
• Variable cost for event specific ac-vi-es like technical review of derailments of disputes over maintenance cost between two or more railways. Cost would be covered by a direct bill to the affected railways. No charge would apply to any railway not directly affected;
• Technical assistance for special studies. Cost for technical ac>vity such as management of a GMS related infrastructure should be paid out of the cost of the project or through donor funding or as a charge against overhead if it is a GMS wide issue or paid directly by affected railways if the issue is limited in scope to one or more affected railways.
• Training / Workshops. Specialised training programs or workshops can be held by the RCO and can be paid directly by the par>cipants.
• Publica-ons. Usually publica>ons are set up in a way that they can recover their own costs. This can be done through specific individual pricing of documents or through annual subscrip>on fees.
Key Issues -‐ Financing
• Does the above framework for financing the RCO meet the needs of the members? Do members disagree with the philosophy of self financing of the RCO by the members? Is the above financing outline consistent with the approach used in other regional bodies? How else could the RCO be financially supported?
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Key Issue – Closing the Gaps
• Comple>ng the missing link from Phnom Penh to HCMC will cost in the range of US$ 1 billion.
• Will allow traffic among most of the GMS countries and with Malaysia and Singapore, but the benefits of that traffic for Cambodia are ques>onable.
• Cambodia is likely to become a transit railway which essen>ally takes a toll from the passing traffic.
• Given that likely role, it does not seem likely that Cambodia will agree to assume the full burden of the debt financing needed to complete the missing link.
• Other countries with more to gain from the link will need to assume at least part of that debt burden on behalf of Cambodia.
Key Issue – Closing the Gaps The image cannot be displayed. Your computer may not have enough memory to open the image, or the image may have been corrupted. Restart your computer, and then open the file again. If the red x still appears, you may have to delete the image and then insert it again.
The image cannot be displayed. Your computer may not have enough memory to open the image, or the image may have been corrupted. Restart your computer, and then open the file again. If the red x still appears, you may have to delete the image and then insert it again.
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Key Issue – Closing the Gap
• The solu>on is to find a way to jointly and severally guarantee the borrowing needed to complete the missing link. Sovereign guarantees will be needed from the benefi>ng railways, in a minimum P.R. China, Vietnam, Thailand and Malaysia in addi>on to Cambodia or Laos.
Given that both Laos and Cambodia are not likely to be the main recipients of benefits that flow from the new lines, is it logical for other member countries to jointly support the development of the missing links across either Laos or Cambodia? Is this op>on one of the first jobs of the RCO?
Thank you
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Toll Royal Railway Fifteenth Meeting of the GMS Subregional Transport Forum
David Kerr September 2011
Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 2
Contact David Kerr, CEO, [email protected] www.tollroyalrailway.com
Personnel 150 including 3 ex Pats with extensive international railway experience
Service Offerings Bagged cement rail freight between Phnom Penh and Touk Meas commenced October 2010, containerized rail freight and bulk fuel deliveries Phnom Penh to Sihanoukville by early 2012, and containerized and bulk rail freight between Phnom Penh, Pursat, Battambang and Poipet and Cambodia and Thailand by late 2012
Toll Royal Railway Overview
Toll Royal Railway § Joint Venture between Toll and the Royal Group
§ Concession is to Operate and Maintain the Cambodian Railway
§ All documentation and Safety Management System in English
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Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 3
Snapshot of Toll Royal Railway
§ Accredited Safety Management System § 30 Year Concession § ISO 9001, 2008 Accreditation as a Commercial Rail Operator § B-Double commitment from the Cambodian Government § 98Ha Samrong Terminal and Warehouse development § Direct Port Access in Sihanoukville § Service Offerings:
§ bagged cement rail freight between Phnom Penh and Touk Meas commenced October 2010
§ containerised rail freight and bulk fuel deliveries Phnom Penh to Sihanoukville by Mid 2011,
§ containerised and bulk rail freight between Phnom Penh, Pursat, Battambang and Poipet and Cambodia and Thailand by Mid 2012
Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 4
GMS Railway Coordination – key points
§ Locomotive standards § Wagon standards § Train Driver training standards – competency assessments § Safety standards, colour of rollingstock, stopping distances, visibility, lighting
standards § Uniforms, colour, standards, Hi Visibility, PPE, footwear § National Medical Standards § Drug, alcohol, fatigue § Insurance, limits, Business Interruption Risk, Incremental Cost of Working § IT, Systems, GPS monitoring § Commercial matters, compliance auditing, customs clearance, facilitation fees
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Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 5
FRETA - Multimodal
Benefits § Cost effective § Quicker response times for customers § Lower levels of inventory required by stores reducing duplication of transport processes § Home deliveries direct from the warehouse Sectors § Agricultural and Machinery Tools § Machinery for food processing § Construction materials § Furniture and domestic appliances § Medical, Hospital and pharmacy supplies § Food and beverage suppliers
Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 6 6
Toll Royal Railways Warehouse and Road Transport
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Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 7 7
Cambodia – Two Missing Links
Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 8
Safety is Our No. 1 Priority Staff are all in uniform Training is ongoing
Toll Royal Railway Safety and Training
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Toll Royal Railway The Complete Solution for Cambodia's Supply Chain Logistics 9 9
Conclusion
Conclusion Toll Royal Railways business plan is based on a platform of Corporate Governance, Safety and Transparency in all of our business Operations. The vertical integration of the business and the developing of full 3PL Logistics (Road, PuD, Warehousing, Cross Docking, Freight Forwarding, LCL and FCL). An efficient and effective RCO is imperative to the success of the GMS Railway Strategy
The benefits for Cambodia and GMS are significant
Thank you
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2
Outline
I. Issues II. The Cross-‐Border Transport Agreement (CBTA) III. Status of CBTA Implementa=on -‐ Customs Transit System -‐ Traffic Rights Exchange -‐ Pilot Implementa=on along EWEC IV. Challanges V. The Way Forward: CBTA and beyond
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I. Issues
� 90% of the $14 billion GMS program were invested in transboundary transport projects, however roads are not used as much as expected
� There are many non-‐physical barriers that impede movement of goods and people across the subregion
� Many GMS roads are built without considering border and logis=c constraints
� Worldwide, border delays account for 40% of the =me lost in transporta=on and add 15% to the cost of goods. No data for the GMS, but it could be worse
� Transporta=on and trade data are not collected regularly (modes of transport used, traffic in specific corridors, types of products transported by each mode)
� Tariff barriers have been significantly reduced and have raised the importance on non-‐tariff barriers
4
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Nonphysical Impediments to the Cross-‐border Movement of Goods and People
• Inconsistent and complex border crossing formali=es and procedures (inspec=on of same goods by several agencies)
• Restric=ve visa requirements for drivers and crew • Restric=ons on entry of motor vehicles (different vehicle weights and dimensions)
• Different standards on vehicles and drivers across countries
• Transit traffic difficult/not allowed
Ø Comprehensive Integrated solution to urgent need for Transport and Trade Facilitation
-- covers transport, customs, immigration, and quarantine inspection (TCIQ)
Ø Compatible with other similar systems -- GMS CTS is a simplified TIR system to meet GMS realities Ø Conforms with international best practices: on transport and trade
facilitation: --7 international conventions promoted by UNESCAP
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7
With CBTA….
1. Trucks, drivers and goods could go to any GMS country 2. Goods with trucks could transit without reloading
3. Shortened clearance times and costs at borders and improve reliability of road transport
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• Exchange of traffic rights • Cross border movement of persons for those involved in transport opera=ons • Transit traffic regimes, including exemp=ons from customs inspec=ons, bond deposits, escort and agricultural and veterinary inspec=ons • Requirements for vehicles to be eligible for cross border traffic • Standards, including road and bridge design standards, road signs and signals. • Single window and single stop clearances
III. CBTA Implementa=on-‐ An Overview
� 4 countries ra=fied all 20 annexes and protocols of the CBTA. Thailand ra=fied 14 and Myanmar is the process of ra=fying
� 6 Borders (2 pairs of 3) are implemen=ng the CBTA � Legal Framework on GMS Customs Transit System (CTS) established � Interim Agreement between Customs and Guarantee organiza=ons and
Interim Agreement among Guarantee organiza=ons of Viet-‐Lao-‐Thai signed by June 2009
� Pilot implementa=on of GMS Road Transport Permit System to operate
together with GMS Customs Transit System (EWEC)
10
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11
1999-2003 CBTA Framework
Agreement – Signed & Ratified 2006-2011
CBTA (pilot) Implementation Arrangements Signing of CBTA
LAO – Nov. 1999 THA – Nov. 1999 VIE – Nov. 1999 CAM – Nov. 2001 PRC – Nov. 2002 MYA – Sept. 2003
Ratification of CBTA by 31 December, 2003
2003-2005 20 Annexes &
Protocols (A&P) - Negotiation
2013 CBTA
Implementation
Signing of 20 A&P 16 A&P signed signed by all countries 2007
CBTA Road Map
Initial Implementation at key borders
- Hekou – Lao Cai commenced - Lao Bao-Dansavanh commenced - Mukdahan-Savannakhet commenced
Ratification of 20 A&P by 2011 CAM – PRC – LAO – MYA – n/a THA – 14 ratified VIE – 16 ratified All ratified
All ratified All ratified
All ratified
Customs Transit System
GMS CTS operation and NSC in 2010
• GMS Road Transit Permit • Customs Transit Document for Goods, Vehicles, and Containers • Guarantee Organization • CTS operation in EWC in 2009
12
Initial Implementation at Key Border Crossings
Lao Bao-Dansavanh
Start Implemntation (2005)
Single Stop Inspection
Customs Transit System Pilot Operations in 2009 Mukdahan (Thailand) -
Savannakhet (Lao PDR)
Implementation started in 2006
Single Window Inspection
Customs Transit System Pilot Operations in 2009
Hekou (China)-Lao Cai (Viet Nam)
Start Implementation ( 2007)
Single Window Inspection
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13
GMS Customs Transit System (CTS) Forms for Goods, Vehicles and Containers,
Annex 6: Transit provisions for goods
Annex 8: Temporary Admission of Motor Vehicles
Annex 14: Container Customs Regime
with English, Lao, Thai and Vietnamese instructions.
Model of the GMS Customs Transit System
Thai transport operators
Lao transport operators
Viet Nam transport operators
Viet Nam Customs
Lao Customs
Thai Customs
Transit Goods Movements
TIFFA, BoT LIFFA VATA
Bank Guarantee/
Deposit
Bank Guarantee/
Deposit
Bank Guarantee/
Deposit
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Ø (Interim) Agreement signed between Customs and Guarantee Organiza=ons
-‐-‐ Viet Nam Customs with Viet Nam Automobile Transport Associa=on -‐-‐ Lao Customs with Lao Interna=onal Freight Forward Associa=on -‐-‐ Thailand Customs with Board of Trade (Thai Chamber of Commerce)
Ø (Interim) Agreement signed among Guarantee Organiza=ons (VATA, LIFFA and BoT)
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GMS Road Transport Permit System � From permit system to free market system � All six countries agreed on the format of the permit � Issued by transport authori=es � Each country could issue up to 500 permits � Pilot implementa=on by Thailand, Lao PDR and Viet Nam along the East-‐West Corridor
17
Traffic Rights Exchange
18
Implemented Lao PDR-‐Thailand-‐Viet Nam (East West Corridor)
Pilot stage only, Under quota system (up to 400)
Cambodia-‐Viet Nam
Under quota system (up to 300) 5 Border gates
Lao PDR-‐Thailand Without quota Lao PDR-‐Viet Nam
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Traffic Rights Exchange
19
In Progress PRC-‐Viet Nam Internal approval in
progress Thailand-‐Lao PDR-‐Viet Nam (Extension of EWEC to GMS capitals)
Under preparation . MOU to be signed in GMS Summit
Cambodia-‐Thailand Initial stages (40 for each country)
Others?
20
Road opened March 2004
Da Nang Port Completed in
2004
Hai Van Tunnel
opened in Jun 2005
completed
Second Mekong Bridge
opened in early 2007
Widening completed by
2007
Road constructed
Exchange of Traffic Rights/
CTS on Piloted on June 2009
Pilot of CBTA Fast Track on
June 2009
MOU for IICBTA Prepared
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21
Pilot Implementa=on at EWEC -‐ Challenges No Demand to use the CBTA system and documentation
Ø Low traffic along the EWEC Ø Lack of economic complementarily among the EWEC
countries. High truck transport charges (empty returns) Ø EWEC route is too limited and not attractive for transport
operators Ø Low level of awareness of CBTA by transport operators, Ø Weak Guarantee Organizations and not enough business
volume to generate their interest Ø Low capacities and awareness in Customs and other border
authorities Ø CTS documents are difficult to use and expensive Ø Competition from maritime transport
Cost of Mari=me transport compe==on
• Traffic between Thailand and Vietnam – Mari=me 8,500 TEU/month THA-‐>VN – Mari=me 2,000 TEU/month VN-‐>THA – Freight rate $900 Bangkok -‐ Hanoi – Handling $600 – Total $1,500 (10-‐15 days) Road: $3000 (3-‐4 days)
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Possible SoluFons
• Increase range of collec=on/delivery points. Extend the EWEC route
• Minimize delays and costs at borders and increase reliability • Capture return loads to extent possible • Provide logis=cs facili=es/dry ports • Reduce costs and complexity of CTS Docs
24
Extension of EWEC to Promote Traffic
Ø Thailand, Lao PDR, and Viet Nam agreed to extend the EWEC route on 9 June 2011
Ø Three GMS capitals: Bangkok, Hanoi, Vientiane Ø Two deep sea ports: Haiphong and Laemchabang
5/12/14
13
The Way Forward: Accelerate CBTA implementaFon � Thailand and Myanmar ra=fy all Annexes and protocols � Incorporate CBTA provisions into na=onal laws/regula=on (TTF Na=onal Ac=on
Plans) � Strengthen “ownership” of the CBTA by Customs and other government agencies � Strengthen coordina=on of NTFC and Joint Commikee in monitoring CBTA
implementa=on (more regular mee=ngs) and strengthen the transport facilita=on subcommikee
� Collect ideas and promote ac=ve par=cipa=on of the private sector (transport associa=ons, logis=c companies, etc)
� Prepare implementa=on details of MOUs between Customs and Guarantee organiza=ons
� Capacity building for CBTA implementa=on at central, provincial and border level � Disseminate informa=on on CBTA to customs and provide training � Support to the weakest Guarantee Organiza=ons � Increase transparency to eliminate discriminatory charges and levies � Expand CBTA to other corridors � Expand the number of exchange of traffic rights and implement them (how to
priori=ze? Iden=fy problems for implementa=on) 25
The Way Forward: Beyond the CBTA � Align GMS TTF with ASEAN TTF and ASEAN-‐FTA and consider other op=ons for
CTS (TIR, EU New Computarised Transist System (NCTS)) � Establish a Corridors Performance and Measurement Monitoring system to
gather =me and cost data, border and transit transport and trade sta=s=cs, and to iden=fy key cargo transport routes and boklenecks.
� Compare GMS corridors with other land routes, rail, mari=me and mul=modal corridors and develop mul=modal transport
� Invest more in technology (automa=on of customs documenta=on, e-‐seals with GPS tracking to facilitate transit traffic, single portals with TTF informa=on)
� Improve logis=cs: develop dry ports and inland container depots � Support local transport industry (Laos, Cambodia, Myanmar) � New TTF Ac=on Plan (2011-‐2015) approved by GMS countries in 2010 � TA Support from ADB, Australia and Japan (coordinated border management,
SPS, logis=cs) 2012-‐1015
26
5/12/14
14
28
QuesFons Ø How do you incorporate the software aspects (TTF) in the
analysis and project design to develop new corridors?
Ø Should GMS countries invest more on TTF to increase the effectiveness of their investments in hardware?
Ø What could NTFC do to implement the CBTA and (collect
transport data?)
Ø How can ADB assist national NTFC and the regional Committee and Subcommittees better?
5/12/14
1
GMS-BF Briefing on the Establishment of the GMS
Freight Transport Association (FRETA)
Oudet Souvannavong Secretary General of the GMS-BF
15th Meeting of the GMS Sub-regional Transport Forum 14-15 September 2011, Vientiane, Lao PDR .
Rationale: Why GMS-FRETA is
needed?
n The Governments of the GMS want to facilitate, and increase the volume of international trade within the GMS.
n They recognize that trade between the countries can only increase if transport, especially land transport, between those countries becomes fast, easy and efficient.
n GMS Governments funded the infrastructure improvement which has now largely been completed for road transport
n The procedural changes needed to make transport fast and easy were worked out carefully and listed in the Cross Border Transport Agreement (CBTA) and its annexes. This agreement have been signed and ratified by nearly all countries of the GMS.
5/12/14
2
Rationale: Why GMS-FRETA is
needed?
n But, as we all know, on the ground very little has changed. Trucks and cargo still do not circulate freely
n The GMS-BF have travelled around the GMS countries and have spoken to truckers , forwarders, customs brokers, traders and associations in every country
n They all say the voice of the private sector is not being heard by the government officials concerned, and it needs to be heard.
Rationale : Existing Associations
are not Suitable for Purpose n FRETA is an organization which is different from other regional
organizations q Includes both trucking and freight forwarding elements
(actually also customs brokers and traders) q Focuses specifically on routes and issues within the GMS and
other regional links. q Comprises only members operating within the GMS. q Is supported and targeted by GMS governments and the ADB
to tackle the exact issues which concern us all.
5/12/14
3
Rationale: The initiation of FRETA
n At the 3rd GMS Summit in 2008 the Leaders supported the proposal to found FRETA. At the GMS Ministers’ Meeting in August 2010 the Ministers accepted the “Consensus” agreed at the GMS Seminar in Nanning calling for the early establishment of FRETA.
n The GMS-BF Board Meeting in Kunming on February 2011 agreed on preparing the institutionalization. ADB provided assistance in the preparation of legal documents and in the consultation with major stakeholders during March-June 2011.
n GMS-BF Board of Directors signed a Memorandum of Agreement (MoA) at the 2nd Board Meeting on July 2011. The progress was reported to the 17th GMS Ministerial Meeting in Phnom Penh on August 2011, and a letter for the establishment of FRETA’s Office in Lao PDR was sent to the GMS Minister in Lao PDR.
- Proposed Constitution of GMS-
FRETA : Purpose & Objective
n The GMS-FRETA is an international non-governmental and non-profit organization uniting the GMS-BF with carrier, freight forwarder and logistics associations of the GMS countries as well as with Freight Transport companies of any nationality operating within the region and having offices registered within that region.
n The GMS-FRETA may also develop contacts to organizations outside the GMS if that is deemed beneficial. GMS is not limited in its area of operations.
n The GMS-FRETA is registered in Vientiane, Lao PDR, initially under the umbrella of the GMS-BF.
5/12/14
4
Proposed Constitution of GMS-
FRETA : Membership
n Founder Members are to be the GMS-BF plus representatives of each country of the GMS
n Members within each country will fall into 2 categories: o Trade associations ( truckers, freight forwarders, customs brokers,
others..) whether state owned or not. There may be more than one from each country
o Individual companies from each country who would like to be members in their own right
n Multi-national companies who are operating in more than one country of the region but are headquartered in none, may also become members.
Proposed ToR of GMS-FRETA
n To act as a central body conveying to the highest Authorities in the GMS the concerns and wishes of the private sector trade and transport industries of all the GMS countries
n To advise the Authorities of practical and simple ways in which trade and transport can be facilitated.
n To assist in the establishment of free, fast, open and efficient transport across Land Borders within the GMS
n To set, agree and monitor unified high standards of technical and professional training and operations in all countries allowing efficient operations and fair competition within the region.
5/12/14
5
Proposed ToR of GMS-FRETA
n To assist and coordinate members in collecting high quality data for the GMS corridor Performance Monitoring program.
n To identify training and investment needs and either provide or coordinate efforts to provide such training and investment (new equipment/facilities)
n To function as a neutral accreditation facility monitoring and certifying conformity of vehicles, employees and systems of member companies and groups of companies with regionally agreed norms and standards
Activities of GMS-FRETA
n Organizing meetings, conferences and informal contacts to ensure
that GMS ministers are well informed of the actual situation on the ground and of the practical steps which need to be undertaken
n Agreeing and setting international standards for acceptable and environmentally sustainable vehicles, equipment, staff and procedures
n Training and certification of member companies’ staff up to the above standards
n Inspection and certification of member companies’ vehicles and equipment up to the above standards
n Leading and coordinating actual on-the-ground implementation of the CBTA and subsequent legislation
5/12/14
6
Rationale: What We Want to Achieve –
Benefit to GMS-FRETA Members?
n GMS-FRETA members’ trucks and goods should be allowed to operate across countries: i.e. from Kunming to Bangkok; from Nanning to Ho Chi Minh City etc.
n GMS-FRETA trucking and freight service standard should be raised and mutually recognized. ISO based standards, harmonization and training of management and truck drivers.
n Cross Border Green Lanes to be established for GMS-FRETA by GMS Governments at all border crossing points
n GMS-FRETA members to cooperate B2B for exchange of truck heads, for return loads and for cargo consolidation
n And other benefits
Rationale: What We Want to Achieve –
View of the Stakeholders? n GMS-FRETA’s institutionalization and activities is incorporated
into the GMS programs especially into the activities of the National Transport and Trade Facilitation Committees.
n A step-by-step and area-focus approach needs to be taken in planning the road map for the activities of GMS-FRETA. q The focus will start with the inland road transport of goods and
subsequently expanded to cover multimodal transportation including air, sea, river and rail transportation.
n As the full implementation of the CBTA and the harmonization of GMS’s CTS will take time to complete, GMS-FRETA shall, in parallel, focus on short term targets, practical measures. q which would reduce cross-border freight and transport costs, allow secure
under-shade trans-loading of goods, and enhance business-to-business networking to guarantee return loads.
5/12/14
7
Rationale: What We Want to Achieve –
View of the Stakeholders?
n GMS-FRETA shall facilitate access to finance for business operators in Cambodia, Myanmar, Lao PDR and Vietnam, in order that they can up-grade trucking and logistic facilities to meet with internationally required standards.
n GMS-FRETA shall prepare harmonized GMS standards in accordance with which the members must operate. q All GMS government institutions shall recognize the standard
certification. q An independent professional private certification body such as SGS or
equivalent shall operate the GMS-FRETA standard certification under the supervision of and at the direction of the GMS-FRETA.
Rationale: What We Want to Achieve –
View of the Stakeholders?
n GMS-FRETA’s effectiveness in advocacy and problem solving will depend on the capacity of the association to operate on the ground in each country. q It is recommended to establish GMS-FRETA branches and offices in all
important ports and at all important border crossing points. q To avoid duplication it is recommended to use trucking or freight forwarder
associations’ offices as locations for the GMS-FRETA offices.
n Strengthening the capacity of local trucking and freight forwarder association, among other things by such co-locations, shall be one of the main roles of GMS-FRETA.
5/12/14
8
Rationale: What We Want to Achieve –
View of the Stakeholders?
n GMS-FRETA shall not be a shipment transit guarantee organization but shall rather be an organization to achieve and certify the conformity of its members to high standards of corporate governance, conduct and professional technical excellence for international and national insurance companies and customs organizations.
n The current national shipment transit guarantee system using bilateral transport rights and national customs transit agreements is not a critical constraint on the movement of cargo for the private sector and replacing it through a multilateral system, whilst desirable, is not a high priority for the private sector.
Rationale: What We Want to Achieve –
View of the Stakeholders?
n There is also a potential important role for GMS-FRETA to support its members and represent their interests in cases of conflict between GMS countries. q Such conflicts virtually never spring from disputes over international
transport but border closures and transit stoppages often result from the conflicts.
n It is important that GMS-FRETA engage to agree with the governments concerned procedures, which allow mutually beneficial trade to continue whilst always fully respecting the national security concerns of the countries concerned.
5/12/14
9
Follow-up Activities
n GMS-BF is in the process for resource mobilization (membership, man-power and finance)
n GMS-FRETA Office is under the process to be established in Vientiane.
n FRETA Legal Documents (Constitution, Article of Association, Activity Plan, etc.) are improved to fit the recommendation of stakeholders.
n FRETA’s Article of Association will be signed in front of the Leaders at the GMS Summit in Myanmar on December 2011.
n FRETA activities will start its activities in January 2012.
Thank You
5/12/14
1
Road Asset Management: Background on Trends and
Practices
Shihiru Date Senior Transport Specialist
Asian Development Bank
Road Economics
• Roads have two costs: Construction cost and Maintenance cost
• These give you - Road user savings - For companies - you spend less on fuel
and vehicle maintenance and have more for expanding business
- For families, you have more money to meet education costs
“manage road assets…”
5/12/14
2
Asset Management vs. Overloading The road is a structure – it deflects (bends) under
the weight of truck axles.
Overloaded trucks destroy the roads, and very quickly.
One truck overloaded with the goods of two trucks does the same damage as 30 trucks!
NOT THE DAMAGE OF TWO TRUCKS!
Biggest single cause of excessive wear and tear on roads
Overloaded trucks are not safe on the roads
They cannot be steered correctly, and
They cannot STOP.
They cause accidents.
Safety…
5/12/14
3
Unfair Competition
Gross overloading is unfair to majority of law-abiding operators An operator overloading a truck daily can earn additional profits of several thousands of $ yearly
Why we have regulations?
• To protect our roads from excessive wear and rapid deterioration
• To ensure heavy trucks are used safely on our roads and are not a danger to others.
• To stop unfair competition
5/12/14
4
Trucks are regulated worldwide
In Europe and USA for example.
The vehicle at a weight on an axle or on an axle group as defined by the manufacturer and plated on the vehicle,
or
as declared by the road agency.
They are usually the same.
Load Limits of Various Countries
Country Front Rear 1 Rear 2 Gross Vehicle Weight
Cambodia 6 19 (on group) 25
Lao PDR 4.6 8.2 8.2 21
Vietnam -‐ 10 10 -‐
UK (Europe) plated weight and < 11.6
25
USA Washington
DC
9 15 (on group) 24
5/12/14
5
Challenges…
Governance
Transparency
Political issues
GMS considerations for a unified regulation
Thank you!
For More Information
Web site: www.adb.org
1
1
KINGDOM OF CAMBODIA MINISTRY OF PUBLIC WORKS AND TRANSPORT
GENERAL DEPARTMENT OF PUBLIC WORKS
Presented by PHENG Sovicheano Deputy Director General of Public Works
Vice Chair of National Permanent Axle Overload Control Committee (PAOCC)
14-15 September 2011
CAMBODIA AXLE OVERLOAD CONTROL PROGRAM SUCCESS
SO FAR
2
CONTENTS Ø Six Basic Principles for Success:
1. National Comprehensive Axle Overload Control Program (Plan of Overload Equipment / Stations 2007-2011)
2. Physical Infrastructure – Construction of Practical Permanent Weight Stations (PWS)
3. Axle Overload Control Legal Tools 4. Human Resources Capacity Development 5. Ministry’s Strong Commitment & Good
Cooperation from Stakeholders 6. Incentives Program
Ø The Way Forwards
2
Comprehensive Axle Overload
Control Program 2007-2011
Ø National Comprehensive Axle Overload Control Program was completed in Mar 2007
Ø Distribution Plan (NCOCP) of Overload Equipment/ Stations (DPOES) was completed in Oct 2007
3
3
4
National Comprehensive Axle Overload Control Program continued
Ø DPOES prepared in line with the Cambodia Road Development Master Plan (CRDMP) for the period of 2007-2011
Ø DPOES provides strategic locations of Permanent Weight Stations (PWS) and Portable Weight Scales Stations (PWSS)
Ø Road development in Cambodia within 2006 – 2010 faster than CRDMP
7
Physical Infrastructure –
Permanent Weight Station (PWS)
Ø Nine PWSs have been built so far, Seven financed by ADB and Two financed by JICA
Ø Four more PWSs to be built within the next 3-4 years
Ø PWSs have been and will be built on GMS routes or their diversion routes
8
5
Overload Physical Infrastructure –
Permanent Weight Station (PWS) (continued)
Ø Design of PWSs: l Practical and simple / easy to repair and
maintain • Fast Weight in Motion (FWIM) with red/blue lights ;
save times for non-overload trucks • Low Speed Weight in Motion (SWIM) with red/blue
lights for law enforcement l PWSs are well equipped with roofing, all
necessary office equipment, communication equipment, cash safe, among others
l CCTV Camera for good governance issue 10
6
VIEW OF WEIGH STATION
HIGH-SPEED WIM
7
Traffic Lighting for H-Speed WIM
LOW-SPEED WIM UNDER 5Km/H
8
Traffic Lighting for H-Speed WIM
EQUIPMENT IN CONTROL OFFICE
9
UNLOADING
Overload Control Legal Documents
Ø Traffic Law , Chapt. 54 on overload limits & 84 on
penalty Ø Sub-decree No. 141 dated 31 Aug 2009 on
establishment of (i) the National Axle Overload Control Committee (Policy Level), (ii) Permanent Axle Overload Control Committee (Management Level), & (iii) Overload Operation Team (Operation Level)
Ø Prokas No. 411 dated 2 Sept 2009 on Load limits allowed on road network in Cambodia
Ø Joint Prokas No. 536 dated 22 Sept 2010 on Penalty Application
Ø Technical Operational Guidelines of PWS Ø Equipment Operation & Maintenance Manual Ø Internal Rules for Codes of Conducts 18
10
AXLE LOAD REGULATION
19Ton
6Ton
10Ton
11Ton
24Ton
TOTAL LOAD REGULATIONS
25Ton
35Ton
16Ton
21Ton
30Ton35Ton
35Ton
40Ton
40Ton
11
TECHNICAL OPERATION GUIDELINES OF PWS
Vehicle Management System (VMS)
Operation and Maintenance Manual
KINGDOM OF CAMBODIA
SINGAPORE TECHNOLOGY INVESTMENT CENTER
SAMIN DATA SYSTEM
12
13
14
15
16
17
Human Resources Capacity
Development
Ø Gradual change of PWS staff mindset l PWS is an working office l Staff must wear uniform during working hours l Staff to adhere to Internal Rules during
working hours Ø Continuing training of PWS staff in Axle
Overload Regulations, Technical Operational Guidelines, Equipment Operation and Maintenance Manual
Ø 33
Human Resources Capacity Development (continued)
l Internal Rules, and Report Writing
l Axle Overload Control Forum with Transport Operators
l On and off media campaigns via TV and News Papers
34
18
01- October-2009
01-October-2009
19
02-October-2009
06-September-2010
20
08-September-2010
Strong Commitment & Good
Cooperation among Stakeholders Ø MPWT to set Right Policy and Strategy
Ø Strong support, commitment, and critical understanding the overload issues by ADB
Ø Continuing support to the overload program by ADB and JICA
Ø Restructuring the PAOCC to meet the new challenges, e.g. re-structuring PAOCC, delegation of power to PDPWTs and Provincial Authorities
40
21
Incentives Program
Ø Incentives of 60/40 percent, but it is gradually fade away due to decrease of overload activities
Ø Permanent Incentives regardless of bonus from penalties
41
The Way Forwards Ø Upgrade National Comprehensive Axle
Overload Control Program 2011- 2015 Ø Reform the Current Overload Structure
when needed to meet challenges Ø Address Good Governance Issue Ø Awareness Campaign to Truck Operators
on Overload Issue Ø Upgrade and maintain PWS Facilities Ø Regular Capacity Building
42
22
43
5/12/14
1
Innova&ons of Ministry of Rural Development
(MRD)
Dr. CHAN Darong, Director General Ministry of Rural Development
STATUS OF RURAL ROADS
§ The length of the rural road: 38,527km (more than 75% of the total road network : 44,300 km)
§ Management of Rural Roads: Ministry of Rural Development (MRD)
§ Na&onal and Provincial Roads: Ministry of Public Works and Transport (MPWT)
5/12/14
2
RURAL ROADS IMPROVEMENT PROJECT
§ The project improve 505.4 kilometers of priority rural roads in Seven Provinces.
§ Upgrade road surface from earth/latorite to Double Bituminous Surface Treatment(DBST)
§ Provide reliable all-‐year, all-‐weather access to agricultural rural areas
§ Serving about 560,000 beneficiaries.
PROJECT LOCATION MAP
Target Provinces for Improvement of Rural Roads
LEGEND
5/12/14
3
Overloaded truck damaging road surfaces
STOP!
Overloading!
Damaged roads!
MRD
CURRENT SITUATION ON RURAL ROADS
What do we to do?
NEED SUBDECREE For
AXLE LOAD CONTROL ON
RURAL ROADS
Mobile Weigh Scales
Enforcement
AXLE LOAD CONTROL ON RURAL ROADS
5/12/14
4
AXLE LOAD CONTROL SUBDECREE���
Both should be fined and unloaded
Single axle overloaded Over 10 ton
Total weight overloaded
Proposed Ins&tu&onal Structure
5/12/14
5
Implementation Scheme
Portable Weigh Scale Accurate as Permanent
Weigh Station
Monitoring and Audit on Operation Schedules And Financial reports
To Ensure Transparency
Maintain Axle Load Data in
Attached Recorder
GOOD
Governance!!!
Overloaded trucks are fined
5/12/14
6
MONITORING AND AUDIT MECHANISM
1. Axle Load Control Data Recording
All measured axle load data will be recorded in the device attached to a mobile weigh scale together with the coordinates of location obtained by handheld GPS equipment.
2. Recording the Trace of Axle Load Mobile Unit
Operating trace of Axle Load Control Vehicle will be obtained by a GPS Positioning Recording Device attached to the vehicle of mobile unit.
3. Data Analysis and Audit
Axle load control data (Time and location) and the vehicle operating trace of mobile unit will be cross checked and analyzed.
Public Awareness
Leaflets on Opera&ons of Axle Load Control
Newspaper Ads
Seminars to truck drivers and truck companies
TV commercials
MRD Hotline for complaints
5/12/14
7
COMMUNITY PARTICIPATION
§ The local villagers can inform MRD the appearance of heavily loaded trucks on rural road network through the HOTLINE of MRD shown in the poster/leaflet distributed to every village.
§ District and Commune level workshop and seminar will enhance community par&cipa&on.
§ Protect our road assets ourselves!!!
Thank you !
1
ENG. NGUYEN DUC THANG DEPUTY GENERAL DIRECTOR
DIRECTORATE FOR ROADS OF VIETNAM
Road Maintenance and Axle Load Control
Station Management in Vietnam
contents
Part 1. Road maintenance Management
P2. The overview of the axle load control station on roads
P3. The operations of axle load control stations in Viet Nam.
P4. The two pilot axle load control stations, NH1, Dong Nai province and NH18, Quang Ninh province.
P5. REcommendations
2
“Directorate for Roads of Viet Nam (DRVN) is an government agency to advise and assist the Minister of Transport in state management on road transport and
implement state management tasks on road transport in the whole country.
DRVN’s duty and responsibility are defined according to the decision No 107/2009/QD-TTg dated 26 August 2009
of Prime Minister”
Directorate for Road Of Vietnam
Main tasks Ø Researching strategy, planning and program- ming for the development of road transport; Ø Participate in the setting up legislation regar- ding to road transport sector; Ø Managing and maintaining the road network; Ø Administrating road transportation sector, vehicle and the works of training, examina- tion for the issuing driver licence.
3
Leadership
Planning and Investment
Dept.
Transport &
Legislation Dept.
Infrastructure &
Road Safety Dept.
Vehicle & Driver
Management Dept.
Road Management
& Maintenance Dept
Cabinet
Science,Technology, Environment
& Int’l Cooper’n Dept.
Financial Dept.
Personnel Dept.
Road Inspector
Road Construction
& Management Administration
Two Training Schools of Road
Technician: North
& Sourth
Driver Vocational
School
Five Road Project Management
Units: No.2, 4, 5 & 7
Road Transport Vocational
School
Road Maintenance & Management
Companies: 2xx, 4xx, 5xx & 7xx
Organisation of DRVN
Road Engineering
Center
Four Road Engineering
Centers: No. 2, 4, 5 & 7
Legend:
According to the decision No. 107 by Prime Minister Others
Four
Regional Road Management
Units: No. 2, 4, 5, 6 & 7
Total length: 280,008 km
0 100
Kilometers
200
Vietnam Road Network
4
0 100
Kilometers
200
16,839
25,449
212,857
17,025 7,837
National R oad Provincial R oad Distrist/Commune R oadUrban R oad Specialized R oad
Composition by Kilometers
Vietnam Road Network
Classification by Lengths
0 100
Kilometers
200
8.8%
18.6%
19.6%15.0%
16.2%
21.8%
Class I C lass I I C lass I I IC lass IV C lass V C lass V I
Vietnam Road Network
5
0 100
Kilometers
200
Vietnam Road Network
Classification by Surface Types (km)
1.00% 10.00%12.00%
28.00%
49.00%
Cement Concrete A tphalt Concrete BituminousGravel E arth R oad
National Road
Total Length: 16,839 km
0 100
Kilometers
200
6
National Road
0 100
Kilometers
200
23.8%
18.6%
19.6%
15.0%
16.2%6.8%
Class I C lass I I C lass I I I C lass IVC lass V C lass V I
Classification by Lengths
B¶o Léc§ång Xoµi
Sãc Tr ¨ng
Hßn R¸ i
Cöu Long
S©n C h©u
Hång C«ngMa Cao
Qu ¶ng C h©u
Ng« Ch©u
Nam Nin h
HuÕ
H¹ Long
B»ng T-‐êng
H¶ i D-‐ ¬ng
Thanh Hãa
Nam §Þnh
Th¸ i Nguyªn
Vi Öt T r×
Vi eng C han
Louang Pr a Bang
Nh a Tr ang
Qu y Nh ¬n
§µ L¹t
Bu«n Ma Th uét
Bi ªn H oµ
CÇn Th¬
C«n §¶o
Phno mpen h
HuyÖ n ®¶o P hó Q uèc
Mòi Cµ Mau
Xi Ha Nóc Vi n
B¸ t Tam ban g
§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng
Vòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng Tµu
TP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ Minh
Hµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ Néi
VinhVinhVinhVinhVinhVinhVinhVinhVinhVinh
H¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i Phßng
0 100
Kilometers
200
ASEAN routes
International Roads in Vietnam
Total length: 4237 km There are eight routes: AH-1 : 1786 km (QL:1+22) AH-13 : 504 km (QL:6+279) AH-14 : 428 km (QL:5+1+3+2+70) AH-15 : 82 km (QL:8) AH-16 : 82 km (QL:9) AH-17 : 1018 km (QL:51+13+14+14b) AH-131 : 147 km (QL:12A) AH-132 : 190 km (QL:24+40)
7
Asia routes
B¶o Léc§ång Xoµi
Sãc Tr ¨ng
Hßn R¸ i
Cöu Long
S©n C h©u
Hång C«ngMa Cao
Qu ¶ng C h©u
Ng« Ch©u
Nam Nin h
HuÕ
H¹ Long
B»ng T-‐êng
H¶ i D-‐ ¬ng
Thanh Hãa
Nam §Þnh
Th¸ i Nguyªn
Vi Öt T r×
Vi eng C han
Louang Pr a Bang
Nh a Tr ang
Qu y Nh ¬n
§µ L¹t
Bu«n Ma Th uét
Bi ªn H oµ
CÇn Th¬
C«n §¶o
Phno mpen h
HuyÖ n ®¶o P hó Q uèc
Mòi Cµ Mau
Xi Ha Nóc Vi n
B¸ t Tam ban g
§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng
Vòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng Tµu
TP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ Minh
Hµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ Néi
VinhVinhVinhVinhVinhVinhVinhVinhVinhVinh
H¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i Phßng
0 100
Kilometers
200
Total length: 2570 km There are five routes: AH-1 : 1905 km (QL:1+22) AH-14 : 428 km (QL:5+1+3+2+70) AH-15 : 82 km (QL:8) AH-16 : 82 km (QL:9) AH-17 : 73 km (QL:51)
International Roads in Vietnam
Transit Transport Corridors
International Roads in Vietnam
B¶o Léc§ång Xoµi
Sãc Tr ¨ng
Hßn R¸ i
Cöu Long
S©n C h©u
Hång C«ngMa Cao
Qu ¶ng C h©u
Ng« Ch©u
Nam Nin h
HuÕ
H¹ Long
B»ng T-‐êng
H¶ i D-‐ ¬ng
Thanh Hãa
Nam §Þnh
Th¸ i Nguyªn
Vi Öt T r×
Vi eng C han
Louang Pr a Bang
Nh a Tr ang
Qu y Nh ¬n
§µ L¹t
Bu«n Ma Th uét
Bi ªn H oµ
CÇn Th¬
C«n §¶o
Phno mpen h
HuyÖ n ®¶o P hó Q uèc
Mòi Cµ Mau
Xi Ha Nóc Vi n
B¸ t Tam ban g
§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng§µ N½ng
Vòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng TµuVòng Tµu
TP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ MinhTP.Hå ChÝ Minh
Hµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ NéiHµ Néi
VinhVinhVinhVinhVinhVinhVinhVinhVinhVinh
H¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i PhßngH¶i Phßng
0 100
Kilometers
200
Three routes: CK CÇu Treo - C¶ng Cöa Lß (QL:8+1+46) CK Lao B¶o - C¶ng §µ N½ng (QL9+1) CK Méc Bµi - C¶ng Vòng Tµu (QL22+51) CK Lµo Cai - C¶ng H¶i Phßng (QL70+2+3+1+5) CK Xµ XÝa - C¶ng N¨m C¨n (QL80+63+1)
8
Annual Road Maintenance Allocation
Source: DRVN
Part 1. Road Maintenance Management
Maintenance Program 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
Routine Maintenance 190 180.548 182.677 243.99 284.2 326.175 433 469.797 524.307 551.959 655.072 749.035
Periodic Maintenance 308 329.452 416.483 621.63 662.33 661.665 938.46 1 405.02 1 381.74 1 438.38 1 847.33 1 836.14
Total Planning 498 510 599.16 865.62 946.53 987.84 1 371.46 1 874.81 1 906.05 1 990.34 2 502.41 2 585.18
Total Implementation 676.334 738.111 826.832 1 157.23 1 320.53 987.84 1 371.46 1 874.81 1 906.05 1 990.34 2 502.41 2 585.18
Total Km 15 425 15 425 15 425 17 295 17 295 17 295 17 295 17 002 16 839 16 763 16 747 16 700
main issues
- The Government budget for maintenance is low, about 40% - 50% of need for national roads. It concentrates only on the new investment, without the maintenance in the proper way.
- The new technology, materials are not updated.
- The management method by quantity-payment acceptance is inadequate. It does not encourage the diligence and creation of labor.
- The existing road & bridge system is rapidly degrading (about 600 weak bridges, 60 - 70% national highways is low classes.
Part 1. Road Maintenance Management
9
I. Allocation Solutions for Road Maintenance
1. Increasing the Government budget for the management and maintenance.
2. Using the ODA capital in the management and maintenance according to the advice of sponsors.
3. Implementing the concession of toll collection right of improved highways and new highways.
4. Borrowing the loan for investment and repayment of loan through toll collection (borrow - build - toll collection and money return).
5. Socializing the management and maintenance to reduce the cost and permit other organizations to maintain the road.
6. Ensuring the long term and sustainable budget for the management and maintenance, the Road Maintenance Fund should be established.
Part 1. Road Maintenance Management
II. Road maintenance Renovation toward the modernization and efficiency
1. Using the new technology and new materials such as raking, recycling, using the atphalt carbon, bitumen.
2. Doing pilot PBC projects in order to use the efficient capital and reduce the cost.
Part 1. Road Maintenance Management
10
0 100
Kilometers
200
National Road Cầu Kiền, NH10
Đường NH 5
Đường NH22a (AH1)
Đường Pháp Vân – Cầu Giẽ
Cầu Mỹ Thuận (NH1)
Some pictures of completed projects
Main issues - The road network has many kind of classes and constructed
according to various specifications and design standards.
- It is damaged and shortened service life due to the affect of overloading vehicles.
- Report of WB (2006): 1,000 vehicles on per day/night (accounting for 20%-30% out of the total number of vehicles on this route) is violated on overloading . In which, many vehicles contain their loads up to 80 tons or some with load axle is up to 54 tons (see table 1).
P2. The overview of the axle load control station on roads
11
Table 1: Overload vehicles from 1995-2003
1995 1996 1997 1998 1999 2000 2001 2002 10 months of 2003
No of vehicles at the weight control stations
1,508,081
2,242,685
1,833,044
2,309,963
2,186,718
3,125,617
2,741,344
2,645,146
1,765,944
No of overload vehicle
288,429
5,277
2,691
2,536
2,723
3,292
4,149
3,110
3,006
The quantity of offload goods (ton)
6,044
13,858,220
10,470,810
% overload vehicles
19.13
0.24
0.15
0.11
0.12
0.11
0.15
0.12
0.17
(Source: The proposal on the weight control station by DRVN 2010)
P2. The overview of the axle load control station on roads
WHY to Establish the AXLE LOAD control stations on roads ?
- The overloading on roads has made a large number of
road routes, bridges degraded and shorten service life in comparison with their design life.
- Funds are inadequate to maintain road.
Establishment of axle load control station is necessary accordance with Article 28 and 51 in Road Law 2008 (re-edited).
12
- 27 axle load control stations established in 1993
- After 10 year operations, the axle load control stations have performed well and efficiently in preventing from violated overloading. The proportion of overloading has reduced from 19.13% in 1995 up to 0.17% in 2003.
- 2003 - 2007: the axle load control station is stopped due to the corruption.
- Master Plan of weigh control station system on highway network established accordance with the Master Plan of Road transport toward 2010 and direction to 2020.
P3. The operations of axle load control stations in Viet Nam.
1. The technology of equipment - The equipments have met with the operation and management
requirement of Viet Nam.
- Reduction of human impacts and traffic jam thank to automation.
- The quality of equipment met the demand in the average level in comparison with the other axle load control stations in region.
- The basic equipment system (axle load in motion, permanent axle load detecting vehicles, camera and internet) has met its technical requirements.
- The Vietnamese software updated and adjusted to geographic condition and operation in Viet Nam.
P4. The two pilot axle load control stations, NH1, Dong Nai province and NH18, Quang Ninh province.
13
2. The operation of two stations - They have been constructed under the organizing process
and they have been operating in 24/24 hrs and continuously through the weeks and months
- The co-ordination mechanism has done well between the axle load control stations, Transport Inspection, Transport Police, and Military Control. This mechanism has signed by Quang Ninh People Committee, Dong Nai People Committee, DRVN, and MOT.
P4. The two pilot axle load control stations, NH1, Dong Nai province and NH18, Quang Ninh province.
3. Disadvantages: - Lack of construction standards of axle load control station.
- The improper location of stations.
- Ununiformed equipment, low stability and low accuracy to delay operation of this station for maintenance and fixing problems.
P4. The two pilot axle load control stations, NH1, Dong Nai province and NH18, Quang Ninh province.
14
4. General overview - Raising awareness of the drivers, vehicle owners.
- Limiting violations by detecting overload and over side vehicles.
- Reducing number of overload vehicles on national highways and. As reported in Dau Giay axle load station, the number of the overload vehicles down from 23.35% in 2009 to 19.17% in 2010 (see table 2).
P4. The two pilot axle load control stations, NH1, Dong Nai province and NH18, Quang Ninh province.
Quảng Ninh Dầu Giây
2010 2009 2010 No The total
vehicle volume
% The total vehicle volume
% The total vehicle volume
%
1 The total vehicle volume 1,981,228 100.00 5,376,076 100.00 6,066,847 100.00
2 The violated vehicles at the weight in motion
90,111 4.55 95,785 1.78 34,839 0.57
3 The total vehicles under the permanent weight control
4,196 4.66 54,783 57.19 44,548 127.87
4 The violated vehicles 2,667 63.56 41,990 76.65 36,010 80.83
5 The violated vehicles be fined 1,523 36.44 12,793 23.35 8,538 19.17
Table 2: The data of the axle load control stations
15
1. MOT submit the Prime Minister for acceptance of construction
the axle load control station accordance with the Master Plan of weigh control.
2. Upon the experiences of the two pilot stations, DRVN will review the operation of above two pilot stations and consider station locations before further implementation.
3. The technology standards from the European COST-323 and the United Stated ASTM 1318 should be applied nationally for the axle load control station system. It should be followed the model: axle load in motion è Low speed axle load in motion è permanent axle load.
P5. REcommendations
4. The EPC contract for one project should be applied.
Priority on the Vietnamese devices and equipment ensure the Vietnamese enterprises to be active in maintenance work afterwards.
5. The two pilot stations have been operated under the temporary mechanism while awaiting approval from Prime Minister to implement the Master Plan of weight control station to continue operate continuously these two stations.
6. Viet Nam will implement different phases of this Master Plan, it is necessary to secure funds from international finance institutions.
P6. REcommendations
16
THANK YOU.
5/12/14
1
DEVELOPMENT OF CARBON NEUTRAL TRANSPORT CORRIDORS:
Study on low carbon freight and forestry (EWEC)
15th September 2011 Naeeda Crishna, Carbon Footprint Specialist,
GMS Environment Operations Center
• GMS ECP is delivering economic growth in the GMS through developments in transport, energy, tourism, agriculture and other sectors
• Transport corridors are expected to result in increased transport and increased Greenhouse Gas Emissions (GHGs)
Focus: East-‐west Economic Corridor (EWEC)
• Transport is responsible for 9% of GHG emissions in the GMS (exc. PRC). • LogisIcs consItute 5.5% of global GHG emissions, and increasing year on year
especially freight transportaIon
5/12/14
2
Carbon impact of road transport in the GMS Development of sub-‐regional roads in the GMS come with significant environmental impacts, parIcularly increasing GHGs.
Direct impact: Increased traffic is associated with increased fuel use (e.g. diesel, petrol) and carbon
emissions
Indirect impact: Road development facilitates
deforestaLon and land use change – this leads to less carbon stocks
Carbon emissions from EWEC
• Emissions from EWEC (transport only) ~ 1 million tCO2 in 2005 (freight transport ~ 0.6 million tCO2)
• Emissions projected to increase to ~ 3 mtCO2 by 2025 • Overall, 55% aWributed to freight transport
0.0 5.0 10.0 15.0 20.0 25.0
TH -‐ 1TH -‐ 2TH -‐ 3TH -‐ 4TH -‐ 5TH -‐ 6LAO -‐ 7LAO -‐ 8VN -‐ 9VN -‐ 10
1000' tCO2 / km / year
EWEC -‐ carbon intensity across different sections
* Excludes Myanmar
5/12/14
3
What is a Carbon Neutral Transport Corridor?
• CNTC iniLaLve has a dual focus: – Transport – Forestry
• Transport focuses on increasing freight efficiency, reducing freight fuel costs
WHATProposed CNTC
definition
Net zero GHG emissions
Increasing fuel efficiency of
freight transport
Offset emissions through
reforestation
HOWProposed CNTC feasibility study
Baseline / carbon footprint assessment
Transport policy / freight
study
Carbon sequestration feasibility study
Define CO2 baseline, projections and
target
Assess policy, pilot activities to reduce freight emissions
Identify forestry carbon
sequestration projects
WHATProposed CNTC
definition
Net zero GHG emissions
Increasing fuel efficiency of
freight transport
Offset emissions through
reforestation
HOWProposed CNTC feasibility study
Baseline / carbon footprint assessment
Transport policy / freight
study
Carbon sequestration feasibility study
Define CO2 baseline, projections and
target
Assess policy, pilot activities to reduce freight emissions
Identify forestry carbon
sequestration projects
Increasing fuel efficiency along logisIcs supply chain
Fleet / asset Management and
opImisaIon
• OpLmize loads • Vehicle maintenance
• Fleet upgrade / retrofit
• Use of alternate fuels
• Training and communicaLon – driver programs
Freight Management
• Freight consolidaLon
• Goods monitoring
• Packaging
Warehousing and Inventory
Management
• Building Management
• Inventory Management
• Use of energy efficient technology
Network
• Reduce blockages e.g. CBTA & customs procedures opLmizaLon
• Speed management
• Freight modal split
LogisIcs can be divided into 4 broad areas of operaIons where improvements or measures can be adopted / taken to reduce GHG emissions and fuel costs:
5/12/14
4
Transport policy and freight assessment study
• LogisLcs costs – administraLon, inventory / holding, transport
• High logisLcs costs in the region, esLmated at ~ 18% of GDP, partly aWributable to the cost of transport
• LogisLcs performance affects compeLLveness of corridors, countries
0.0%
5.0%
10.0%
15.0%
20.0%
2004 2005 2006 2007 2008
% of G
DP
Logistics costs in Thailand / GDP
Logistics Admin.
Inventory Holding
Transportation
Source: NESDB, 2010
Source: World Bank, 2010
Lao PDR Thailand Viet Nam
Customs 113 39 53Infrastructure 132 36 66Logistics quality and competence 137 39 51
Timeliness 89 48 76Overall global ranking 118 35 53
Logistics performance -‐ World ranking out of 155 countries
Transport policy and freight assessment study
Some iniLal findings from interviews with freight companies in Thailand, Lao PDR, Viet Nam:
• Empty running -‐ 25% to 50%, beWer logisLcs management capacity needed
• Fuel consumpLon the main factor affecLng operaLng costs -‐ need for fuel efficiency measures
• Vehicle fleet in countries need improvement, average truck life over 20 years
5/12/14
5
Transport policy and freight assessment study
Business barriers and fuel efficiency needs vary by country
Major business barriers Preference for FE schemes
-‐ Thailand • Not enough well trained drivers • CNG supply limited in some areas, costs to businesses in terms of delays • CompeLLon from bigger companies
LogisLcs management, driver training
Viet Nam • Not enough demand, load ( Da Nang), • CompeLLon from other companies, • High interest rates inhibits vehicle purchase
Access to funding for new vehicles, capacity building in fleet management
Lao PDR • Fuel costs are a big proporLon of operaLng costs • Access to financing for new trucks are needed
Retrofiing vehicles with fuel efficient technologies, access to funding (interest rates very high)
Forestry -‐ carbon sequestraIon study
• Prefeasibility in 2007 esLmated tree plantaLon area required to sequester CO2 emissions from freight (to 2015) ~ 150,000 ha
• Current study focus on Lao PDR, idenLfied large areas of degraded forest / shrub land within EWEC provinces that could be planted for mulLple benefits
5/12/14
6
PotenIal outputs and acIviIes in a CNTC
• Improve load occupancy, strengthen safeguards
Avoid fuel use / GHG emissions
• With manufacturers, improve access to insLtuLonal finance, guarantee, insurance etc. for clean tech / fuel
• With operators, establish financial models to upgrade / retrofit fleet • Improve driver behavior to reduce fuel use (example, regularized vehicle maintenance)
• Policy iniLaLve to promote fuel efficiency standards (example, through FRETA, GMS governments)
Reduce fuel use / GHG emissions
• Pilot agreements to capture funds from infrastructure projects (e.g. carbon levy) to ‘compensate’ for carbon sink loss which could be used to fund reforestaLon/ conservaLon projects
• Establish community level mechanisms for forest protecLon/ restoraLon
Offset GHG emissions / reforestaIon
Next steps
• Technical meeLngs with policy makers to discuss policy barriers
• Workshop for freight operators to validate results of study and recommendaLons for freight sector
• IdenLficaLon of possible private sector transport companies could be involved in future stages of work.
• Development of pilot project design • CDTA on low carbon transport and safeguards for Thailand in 2013
5/12/14
7
Environmental Safeguards • NaLonal and Development partners’ environmental policies are
subjecLng infrastructure development project to stronger safeguard measures
• Thailand’s road and highway sub-‐sector safeguards requirements are at par with internaLonal best pracLces (broad framework of environment laws and regulaLons)
• Monitoring and compliance capacity of DOH’s environment unit needs to be strengthened – Project screening process – InnovaLve miLgaLon/offset mechanisms – Involuntary reseWlement policies and implementaLon of guidelines – Stronger public parLcipaLon – Environmental performance monitoring – OccupaLonal health and safety standards and guidelines
• Trainings to technical staff of DOH environment unit
THANK YOU!
1
Integrated approach to addressing facilitation issues in international
land transport
Fifteenth Meeting of the GMS Subregional Transport Forum Vientiane, Lao PDR, 14-15 September 2011
Mr. Fedor Kormilitsyn
Economic Affairs Officer Transport Facilitation and Logistics Section Transport Division
2
2
3
The Need for a Regional Strategic Framework
o Results of facilitation efforts in 20 years n Findings in latest UNESCAP study and other studies n Some progress but limited and slow n Int’l road transport still very difficult due to numerous non-
physical barriers
o International conventions: limited participation o Subregional agreements:
n Long negotiation/ratification, yet implemented n Legal conflicts in some areas in overlapped countries
o Bilateral agreements: n Quick negotiation/ratification n Difficulties in formalities other than transport n Constraints in transport services
o Fragmented facilitation measures/projects
3
What the Regional Strategic Framework can do?
o Long-term common targets/strategy for member countries and their development partners (incl. UNESCAP) n To increase effectiveness of facilitation measures/
projects n To increase coordination among different facilitation
measures/projects n To avoid inconsistency in facilitation efforts n To avoid conflict between different facilitation
agreements/measures o Direction of future possible development o Reference and guide
n Not legally bound like agreement n No commitment required for implementation n No timetable for implementation
Proposed Regional Strategic Framework (RSF)
o Long-term common targets for essential issues n road transport permits & traffic rights n visas for professional drivers & crew n temporary importation of road vehicles n insurance of vehicles n vehicle weights & dimensions n vehicle registration & inspection certificates
4
Proposed Regional Strategic Framework(RSF)
o Strategies on key modalities for facilitation of international road transport n Building an effective legal regime n Wider application of new technologies n Development of professional training n Establishment/strengthening of national facilitation
coordination mechanisms n Promotion of joint control at border crossings n Promotion of economic zones at border crossings, dry
ports and logistics centres n Further application of facilitation tools
RSF History o First discussed at UNESCAP Regional Meeting
on Cooperation for Facilitation of International Road Transport, Beijing, China, 30 May - 1 June 2011
o Further discussed at the Expert Group Meeting on Preparation for the UNESCAP Ministerial Conference on Transport, Bangkok, 14-15 July 2011
o To be considered and adopted at the UNESCAP Ministerial Conference on Transport, Bangkok, 14-18 November 2011
5
Specific issues relating to facilitation of International Railway Transport
o Requirements for int’l railway transport n Common laws/regulations/standards n Close cooperation in operation
o Systems used in the region n Inter-Governmental Organization for International
Carriage by Rail (OTIF) n Organization for the Cooperation of Railways (OSJD) n Bilateral arrangements
o Immediate need for unification n Inter-Governmental Agreement on the Trans-Asian
Railway Network, entered into force in 2009 n Priority shift to railway transport n Initiatives on railway links
Common CIM/SMGS Consignment Note
o Common CIM/SMGS consignment note n Applicable with effect from 1 Sept. 2006 n Conditions of use
o The CIM/SMGS consignment note may be used as a CIM consignment note in the area in which the CIM applies and as an SMGS consignment note in the area in which the SMGS applies. The same principle also applies to the use of the CIM/SMGS consignment note as a customs document
o Difficulties n Contractual arrangements (legal provisions
and requirements) under CIM and SMGS and domestic laws
n Limited use
6
Unification of railway laws
o Starting place: Pan Europe & Euro-Asian transport corridors
o Facilitator(s): UNECE (and UNESCAP?) o Step-by-step approach
n MOU or resolution or declaration on general terms and conditions for Euro-Asian rail transport contracts including common consignment note
n Model regulations for international rail transport n International convention on international rail
transport o Opportunity for the region:
n Common system for more efficient railway transport across the region and with Europe
Thank you.
5/12/14
1
GMS : New Strategic Framework 2012-‐22
15th Mee9ng of GMS Subregional Transport Forum
14-‐15 September 2011 Vien9ane, Lao PDR
Vision and Goals • Mekong sub-‐region: more integrated, prosperous and equitable
• GMS Program will contribute sub-‐region through: – Enabling policy environment and effecAve infrastructure linkages -‐ facilitate cross-‐border trade, inv, tourism and other econ cooperaAon;
– The development of human resources and skills competencies
• To ensure that this development process is equitable and sustainable, environment and social interests will be fully respected in the formulaAon and implementaAon of the GMS Program
5/12/14
2
Areas for Fine-‐Tuning
• More aEenAon to mulA-‐sector coordinaAon and cross-‐sector links –including balancing development with concern for environment
• More effecAve focus on soGware aspects of Program – as complement to conAnued focus on hardware; also recogniAon that new SF and Program will be more knowledge intensive
• More selecAvity and more prioriAzaAon of focus areas within sectors + some rebalancing of aEenAon and resources across sectors to enhance overall effecAveness and impact of Program
• Increased links with broader regional integraAon agenda – leading to more clarity on what regional issues will be covered by GMS and what beEer leG to other regional organizaAons
GMS Program to con9nue to focus on broad range of sectoral and mul9sectoral priori9es
• Developing the GMS economic corridors • Strengthening road and rail linkages • Developing an integrated approach to deliver sustainable, secure
and compeAAve energy • Improving telecommunicaAons linkages across the GMS countries • Developing and promoAng tourism in the Mekong as a single
desAnaAon • PromoAng compeAAve, climate-‐friendly and sustainable agriculture • Enhancing environmental performance in the GMS • SupporAng HRD iniAaAves that facilitate the process of GMS
integraAon while addressing the negaAve consequences of greater integraAon
5/12/14
3
GMS Corridor Development • New SF anchored on corridor development approach • Strategies and acAon plans prepared for each corridor that
recognizes inter-‐linkages across sectors while focusing on few high-‐profile iniAaAves, including: – Further infrastructure development, including in border towns and
towns along the corridors; also rural road development to feed into corridors
– Improvements in transport and trade facilitaAon (TTF); comprehensive approach now in place
– BeEer investment promoAon for special economic zones established along borders
• Further development of corridors also needs to take account of food and energy security and climate change concerns
• ECF will conAnue to focus on development of corridors; role may be redefined to include broader range of cross-‐sectoral responsibiliAes
Transport • Will remain criAcal component of GMS Program; guided by
Transport Strategy 2006-‐15, including review and updaAng • Focus on encouraging mulA-‐modalism, parAcularly inclusion of
railways (both hardware and soGware), improving road safety, mainstreaming climate change consideraAons into transport development etc
Energy • Focus on both hardware and soGware -‐-‐ regional power
market; energy efficiency, development of renewable energy sources and promoAon of clean technologies; and promoAng realizaAon of GMS segments of trans-‐ASEAN gas pipeline
5/12/14
4
TelecommunicaAons • Updated sector strategy will be prepared to strengthen sector cooperaAon, idenAfy and prioriAze superhighway network infrastructure needs, build capacity for use of advanced technology, and promote ICT applicaAons
Tourism • Guided by refocused GMS Tourism Strategy • Focus now on implementaAon of three consolidated programs : Tourism-‐related Human Resource Development, Pro-‐poor Sustainable Tourism Development, and Sustainable MarkeAng and Product Development Program
Agriculture • GMS countries agreed on new strategic direcAons in agriculture – as reflected in Core Agricultural Support Program Phase II
Environment and Bio-diversity • Focus on bio-‐diversity conservaAon and poverty alleviaAon, climate change adaptaAon and miAgaAon, and capacity development
• Capacity Building and InsAtuAonal Development; Sustainable Development Planning and Decision Support Systems; Strengthening of Country Safeguard Systems; Ecological Landscape Management
5/12/14
5
Human Resource Development • Strategic Framework and AcAon Plan approved in 2009 aims to support iniAaAves that directly facilitate process of sub-‐regional cooperaAon and integraAon and address cross-‐border issues directly linked to GMS integraAon
• AcAon plan covers five areas: – PromoAng regional cooperaAon on educaAon and skills – FacilitaAng safe labor migraAon within the GMS – SupporAng communicable disease control in the GMS – Enhancing regional cooperaAon in social development – Strengthening human resource development cooperaAon in the GMS
ImplemenAng the SF (1)
• Resource MobilizaAon – Financing needed for further hardware investments: mulAsector investments, roads, railways, energy, telecommunicaAons
– In addiAon to further financing from ADB, need to tap into other official sources (bilateral, mulAlateral, global funds)
– More private financing also criAcal including through public-‐private partnership modaliAes
5/12/14
6
ImplemenAng the SF (2)
• Knowledge Plaborm: – Complex soGware and second generaAon issues require high quality analyAc work and effecAve consensus building processes
– To address these requirements, knowledge plaborm should be established as integral part of Program and necessary resources mobilized
• Strategic Alliances and Partnerships: – GMS should help drive some of the broader objecAves related to ASEAN integraAon
– Program also needs to work more closely with other sub-‐regional organizaAons such as MRC, BIMSTEC, and ACMECS
ImplemenAng the SF (3) • Capacity Building
– Program will maintain focus on capacity building, parAcularly for lower income countries
– Phnom Penh Plan will remain a priority – Other sectoral iniAaAves will also have capacity building as major component
• Engagement with Private Sector and Other Stakeholders – Program recognizes criAcal role of private sector as engine of development
– Enhanced role of a more inclusive GMS Business Forum – Program will reach out more effecAvely to other stakeholders – ConsultaAve mechanisms in design, implementaAon and monitoring of GMS projects will be emphasized
5/12/14
7
ImplemenAng the SF (4) • Sectoral Forums and Working Groups
– Most GMS forums and working groups taken steps to enhance effecAveness
– May be desirable to establish separate secretariats for more working groups (as is now in place for tourism and environment working groups)
– More major insAtuAonal change/strengthening needed in some cases e.g. establishment of Regional CoordinaAon Center for power trade
• Role of External Partners – ADB requested to retain its secretariat role – Member countries also requesAng other external partners to more acAvely support Program – as financiers, knowledge partners etc
ImplemenAng the SF (5)
• Monitoring and EvaluaAon – Absence of good informaAon and effecAve use of such informaAon constraining effecAveness of GMS iniAaAves
– Processes for monitoring and evaluaAng ADB supported GMS projects very helpful but not subsAtute for good overall monitoring and evaluaAon system for GMS Program as a whole
– New SF will focus much more specifically on results to be expected from each of sectoral iniAaAves and Program as whole
– Expected results will be carefully monitored by Working Groups, GMS senior officials and GMS Ministers
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Results Focus of the new GMS SF • Common framework that links various sectoral forums and working groups to specific intervenAons, specific results and eventual improvements in GMS level outcomes and impacts
• Five levels of change are involved: – Level 1 – GMS Bodies and InsAtuAons – Level 2 – GMS IntervenAons – Level 3 – Changes in Sector Outputs – Level 4 – Changes in Sector Outcomes – Level 5 – Regional Impacts
GMS Bodies
Sector Outputs
Sector Outcomes
Regional Impacts
GMS Strategic Framework: Results Framework – Transporta9on
Transport Forum
Common technical standards for interoperability, operaAng rules, and safety standards for rail
Priority road transport corridors in place
All GMS countries connected to a GMS rail network
GMS Inter-‐
venAons
Increased road and rail safety
Increased cross border movement of people and goods
Increased use of lower carbon transportaAon systems
Increased mulAmodal infrastructure
Increased resilience of transportaAon infrastructure to climate change
Streamlined and harmonized procedures for cross border movement by rail
GMS Rail CoordinaAon Office
Technical assistance to prepare naAonal rail strategies and investment studies and funding strategies
Upgrading capacity of exisAng rails lines
Sustainable infrastructure maintenance throughout GMS transport network
Open market for transport services across GMS borders for all modes
Increased role of private sector in operaAons of port, mariAme, rail, and road subsectors
Sub-‐regional transportaAon infrastructure and systems planning
PromoAon of increased efficiency in transportaAon systems
PromoAon of investment in, use of, and compeAAon between transport modes on routes / corridors
Reduced travel costs and Ames
Increased economic growth and reduced poverty across the GMS
Controlled GHG emissions
Improved ecosystems and biodiversity
Increased climate change resilience
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GMS Strategic Framework: Overall Results Framework
Tourism Working Group
Tele-‐communicaAons Forum
Transport Forum
Working Group on Agriculture
Working Group on Human Resource Development
Working Group on Environment
Sub-‐regional Energy Forum
Increased use of energy by all sectors and communiAes parAcularly the poor
Increased cross-‐border flows: investment, traffic, labour migraAon, with reduced human trafficking
Increased access to informaAon and communicaAons
Increased tourism with reduced negaAve impacts
Increased sustainable agricultural producAon
Economic Corridors Forum
Increased conservaAon of nature
GMS Bodies
Sector Outputs
Sector Outcomes
Regional Impacts
GMS Inter-‐
venAons
Economic corridors established
All GMS countries connected to a GMS rail network
Increased generaAon of energy from indigenous, low carbon, and renewable sources
Increased connecAon of GMS country power systems funcAoning of regional power market
Improved tele-‐communicaAons linkages amongst GMS countries
Improved tourism infrastructure (pro-‐poor, pro-‐women, and environmentally friendly)
Science based regional safety standards operaAonal
Increased resilience of agriculture to climate change
Strengthened protected area networks
Enhanced labor migraAon management systems and social protecAon for migrant workers
PromoAon of development of economic corridors and trade facilitaAon insAtuAons
PromoAon of environmentally friendly oil and natural gas logisAcs and network
PromoAon of environmentally sustainable regional power trade planning
Capacity building and promoAon of informaAon and communicaAon (ICT) technology especially for rural dwellers
Upgrading of tourism training faciliAes
Capacity building and training of government officials , tourism and hospitality enterprises
Regional sustainable biofuel and biomass policy
DraGing of science-‐based harmonized GAP and food safety standards
EOC operaAng as GMS environmental referral and service center
Strengthening WGE and NSUs
SupporAng communicable disease control and HIV and AIDS prevenAon
PromoAon of regional cooperaAon in educaAon and skills development
Sub-‐regional transportaAon infrastructure and systems planning
Increased economic growth, reduced poverty, and environmental sustainability across the GMS
Looking Ahead
• SOM/TF on 1 Nov – Final review – Review of preliminary indicaAve investment plan
• 4th GMS Summit 19-‐20 December, Myanmar – Endorsement and adopAon
• Regional master planning exercise
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Looking Ahead (2) • RMP – 2 phases, overlapping; 18th MC
– Phase 1: DiagnosAcs; AnalyAcal assessment at regional, naAonal, sector and subnaAonal levels; macro framework (Jan-‐Dec 2012); pilot GMS Knowledge Plaborm, $ 2 million ADB RETA
– Phase 2: Sector and mulAsector planning; project prioriAzaAn; select pre-‐project feasibility studies; investment financing plans; (July 2012-‐Mar 2013)
– InsAtuAonal/capacity strengthening + post-‐planning/implementaAon support
THANK YOU!