DOCSLIB.ORG

Potential Effects of Changes in Truck Transportation on the Value of Production and Incomes in Thailand's Rice Agriculture Dennis M

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Potential Effects of Changes in Truck Transportation on the Value of Production and Incomes in Thailand's Rice Agriculture Dennis M DAE-CARD Sector Analysis Series CARD Reports and Working Papers 3-1978 Potential Effects of Changes in Truck Transportation on the Value of Production and Incomes in Thailand's Rice Agriculture Dennis M. Conley Iowa State University Chamnong Vathana Division of Agricultural Economics, Ministry of Agriculture and Cooperatives, Royal Thai Government Earl O. Heady Iowa State University Follow this and additional works at: http://lib.dr.iastate.edu/dae-card_sectoranalysis Part of the Agribusiness Commons, Agricultural and Resource Economics Commons, Agricultural Economics Commons, Asian Studies Commons, and the International Economics Commons Recommended Citation Conley, Dennis M.; Vathana, Chamnong; and Heady, Earl O., "Potential Effects of Changes in Truck Transportation on the Value of Production and Incomes in Thailand's Rice Agriculture" (1978). DAE-CARD Sector Analysis Series. 7. http://lib.dr.iastate.edu/dae-card_sectoranalysis/7 This Book is brought to you for free and open access by the CARD Reports and Working Papers at Iowa State University Digital Repository. It has been accepted for inclusion in DAE-CARD Sector Analysis Series by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Potential Effects of Changes in Truck Transportation on the Value of Production and Incomes in Thailand's Rice Agriculture Dennis M. Conley Chamnong Vathana Earl 0. Heady POTENTIAL EFFECTS OF CHANGES IN TRUCK TRANSPORTATION ON THE VALUE OF PRODUCTION AND INCOMES IN THAILAND'S RICE AGRICULTURE by Dennis M. Conley Chamnong Vathana and Earl 0. Heady The Division of Agricultural Economics Office of the Under Secretary of State for Agriculture Ministry of Agriculture and Cooperatives Royal Thai Government, Bangkok, Thailand in cooperation with The Center for Agricultural and Rural Development Iowa State University, Ames, Iowa 50011 This work was completed under Contract AID/CM/SA-C-73-19 and Grant AID/CSD-2824 DAE-CARD Sector Analysis Series: No. 9 March 19-78 ii FOREWORD A series of planning and analytical models is being developed and applied to Thailand's agriculture through the Division of Agricultural Economics (DAE) of the Royal Thai Ministry of Agriculture and Coopera- tives. This work is assisted by a team of research workers from Iowa State University. This research report estimates the effects of improve- ments in truck transportation specifically on the rice subsector of agriculture and is just one step in developing a transportation sub- model in the national and interregional programming model of Thailand agriculture. This research involved the development of a kingdom- wide transportation model and applying it parametrically. Changes in trucking costs and the potential increase in farm revenue because of the changes in transportation models and costs are evaluated. Other research will be forthcoming as specific studies are made of the markets for rice and other commodities. These market studies include the estimation of demand functions so that the impacts of export and other policies can be better evaluated. Somnuk Sriplung Earl 0. Heady Director, Division of Director, Center for Agricultural Agricultural Economics and Rural Development Royal Thai Ministry of Iowa State University Agriculture and Cooperatives iii TABLE OF CONTENTS Page LIST OF TABLES vi LIST OF FIGURES vii INTRODUCTION 1 Purpose 2 TRANSPORTATION IN THAILAND's AGRICULTURE 4 Description of the Transportation System 6 ' Road transport 6 Railways 6 Waterways and ports 7 Transportation Problems 8 Truck 8 Rail 9 Barge 9 Ocean transport 10 Miscellaneous problems 10 Benefits for the Agricultural Economy 12 MODEL DEVELOPMENT 14 Description of the Model 14 Assumptions of the model 14 Mathematical formulation of the model 15 Region delineation 17 iv Page Supply and Utilization of Rice 17 Supply 19 Utilization 19 Net surpluses and deficits 22 Estimation of Transportation Costs 22 Truck costs 27 Rail costs 31 Barge costs 34 Initial Solution and Verification 36 RESULTS 37 Share of Rice Transported by Truck, Rail, and Barge 37 Value of Rice Production and Value of Rice Production 39 per Rai Northeast 45 North 45 Central and East 45 South 46 Percentage Change in Gross Income from Rice and Net Cash 46 Income from Agriculture Northeast 48 North 48 South 51 Central and East 51 Whole kingdom 55 v Page StJMMAttY 59 BIBLIOGRAPHY 70 APPENDIX 72 vi LIST OF TABLES Page Table 1. Value of leading exports, 1972 5 Table 2. Components of supply and utilization of paddy by 23 province for Thailand, 1971/72 Table 3. Operating factors for ten-, six- and four-wheel 28 trucks Table 4. Estimated annual truck costs for ten-, six- and 28 four-wheel trucks Table 5. Estimated unit truck costs for ten-, six- and four­ 29 wheel trucks Table 6. Barge costs by region and for the Kingdom of Thailand 35 in 1966 Table 7. Average incomes from agriculture per agricultural 47 household by regions, 1970 and 1971 Appendix Tables 68 Table 1. Change in value of rice production with changes in 69 truck costs Table 2. Change in value of rice production per rai with changes 70 in truck costs Table 3. Percentage changes in gross income from rice on the 71 average farm with changes in truck costs, 1970 Table 4. Percentage changes in gross income from rice on the 72 average farm with change in truck costs, 1971 Table 5. Percentage changes in net cash income from agriculture 73 on the average with changes in truck costs, 1970 Table 6. Percentage changes in net cash income from agriculture 74 on the average farm with changes in truck costs, 1971 vii LIST OF FIGURES Page Figure 1. Comparative Transit Times for Truck, Rail, and 11 Barges Figure 2. THAILAND: Provinces and Regions 18 Figure 3. Rice Quantit~ Shipped by Mode with Changes in Truck 38 Costs Figure 4. Change in Value of Production and Value of Produc­ 40 tion per Rai in the Northeast with Percentage Change in Truck Costs Figure 5. Change in Value of Production and Value of Pro­ 41 duction per Rai in the North with Percentage Change in Truck Costs Figure 6. Change in Value of Production and Value of Pro- 42 duction per Rai in the Central with Percentage Change in Truck Costs Figure 7. Change in Value of Production and Value of Pro- 43 duction per Rai in the East with Percentage Change in Truck Costs Figure 8. Change in Value of Production and Value of Pro- 44 duction per Rai in the South with Percentage Change in Truck Costs Figure 9. Northeast Region - Percentage Changes in Gross Income 49 from Rice and Net Cash Income from Agriculture on the Average Farm with Changes in Truck Costs Figure 10. Northern Region - Percentage Changes in Gross Income 50 from Rice and Net Cash Income from Agriculture on the Average Farm with Changes in Truck Costs Figure 11. Southern Region - Percentage Changes in Gross Income 52 from Rice and Net Cash Income from Agriculture on the Average Farm with Changes in Truck Costs viii Page Figure 12. Central Region - Percentage Changes in Gross 53 Income from Rice and Net Cash Income from Agricul- ture on the Average Farm with Changes in Truck Costs Figure 13. Eastern Region - Percentage Changes in Gross 54 Income from Rice and Net Cash Income from Agricul- ture on the Average Farm with Changes in Truck Costs Figure 14. Whole Kingdom - Percentage Change in Gross 56 Income from Rice and Net Cagh· Income from Agricul- ture on the Average Farm with Changes in Truck Costs Figure 15. Relative Changes in Value of Rice Production by 61 Region with a Truck Cost Decrease of 30 Percent 1970 Figure 16. Relative Changes in Value of Rice Production per Rai 61 by Region with a Truck Cost Decrease of 30 Percent, 1970 Figure 17. Relative Changes in Net Cash Income from Agricul- 62 ture on the Average Farm by Region with Truck Cost Decreases of 30 Percent, 1970 Figure 18. Relative Changes in Net Cash Income from Agricul- 63 ture on the Average Farm by Region with Truck Cost Decreases of 30 Percent, 1971 Figure 19. Relative Changes in Gross Income from Rice on the 65 Average Farm by Region with Truck Cost Decreases of 30 Percent, 1970 Figure 20. Relative Changes in Gross Income from Rice on the 66 Average Farm by Region with Truck Cost Decreases of 30 Percent, 1971 ix PREFACE The agricultural economy of Thailand has a tremendous development potential for providing food to the people of Thailand, their Asian neighbors, and the rest of the world. But, the progressive development of an agricultural economy in any country is a slow process requiring many different ingredients to achieve real gains. Thailand is no excep­ tion. One of these ingredients is the provision of transportation infra­ structure and service for the distribution of agricultural commodities. In previous years Thailand allocated almost one-half of total public investment for the building of transportation infrastructure. For the future, substantial levels of investment are intended for additional projects. The increase in the world price of oil also has had an effect on fuel prices and thereby transportation costs. This study briefly describes the transportation system in Thailand, the problems associated with it, and the possible benefits that could accrue to the agricultural sector given improvements in the system. A formal model is then used to evaluate the impact of both truck trans­ portation improvements and lack of improvements on the value of rice production, income from rice, and net cash income from agriculture for the average size farm in the five geographic regions of the kingdom. This study would not have been possible without the devoted effort and contributions of Kuhn Chamnong Vathana, Miss Amporn Ruayruen, and Kuhn Aran Roogsawang who are agricultural economists in the Division of X Agricultural Economics, Ministry of Agriculture and Cooperatives, Royal Thai Government.
Load more

Recommended publications
  • Thai Railway Guide
    1 THAI RAILWAY GUIDE Effective 1 October 2015 2 Table of Contents Table of contents ...................................................................... 2 Southern Lines Schematic...................................................... 73 2015 calendar ........................................................................... 3 Table 13 Southern Lines – Southward Trains ................. 74 – 76 2016 calendar ........................................................................... 4 Table 14 Southern Lines – Northward Trains ................. 77 – 79 Using the timetable ................................................................... 5 Table 17 Special Tourism Trains ............................................. 80 Travel warning .......................................................................... 5 Table 18 Kanchanburi – River Kwai – Nam Tok ..................... 80 Contact information .................................................................. 5 Table 17 Maha Chai Line – Westward Trains ......................... 81 System map.............................................................................. 6 Table 18 Maha Chai Line – Eastward Trains .......................... 82 Railway access to points of interest ......................................... 7 Table 19 Mae Khlong Line ...................................................... 83 General information .................................................................. 8 Table 20 Thon Buri – Salaya commuter service ..................... 83 Principal stations .....................................................................
    [Show full text]
  • 11661287 31.Pdf
    The Study on the Integrated Regional Development Plan for the Northeastern Border Region in the Kingdom of Thailand Sector Plan: Chapter16 Transportation CHAPTER 16 TRANSPORTATION 16.1 International and Inter-Urban Transport System of Thailand 16.1.1 National Highway System in Thailand The DOH1 network of national highways has a total route length of approximately 55,000 km, of which there are about 20,000 km of 1-, 2- and 3-digit roads and 30,000 km of 4-digit roads. All provinces (changwats) are connected to this network and most long-distance (inter-province) traffic uses these roads. Table 16.1 Highway Classification by Numbering System 1-digit route Highway Route No.1: Bangkok - Chiangrai (Phaholyothin Road) Highway Route No.2: Saraburi - Nongkai (Friendship Road) Highway Route No.3: Bangkok - Trad (Sukhumvit Road) Highway Route No.4: Bangkok - Amphoe Sadao, Songkla (Petchkasem Road) 2- digit route Primary highway in the regions 3-digit route Secondary highway in the regions 4-digit route Highway linking Changwat and Amphoe or important places in that province. Source: Department of Highways, Ministry of Transport and Communications 1 Department of Highway, Ministry of Transport and Communication, Thailand 16-1 PLANET NESDB - JICA Table 16.2 Highway Classification by Jurisdiction (1) Special Highway and Highways registered at the Department of Highways (DOH) by the order of National Highway the Director-General with the approval of the Minister. Highways registered at the Department of Highways (DOH) by the order of (2) Concession Highways the Director-General with the approval of the Minister. Roads registered at Provincial City Hall by the order of the Governor with (3) Rural Roads the consent of the Director-General of the Public Works, Department of the Secretary-General of the Office of the Accelerated Rural Development.
    [Show full text]
  • Catering on State Railway of Thailand (SRT) Trains Pensri Kalyanamitra
    Onboard Services Catering on State Railway of Thailand (SRT) Trains Pensri Kalyanamitra SRT Background southern line opened later on 19 June 1903. The northern line was originally built to standard gauge (1435 mm), but it The Royal State Railways of Siam (RSR) was established in was decided to standardize on meter gauge in September 1895 under the Ministry of Public Works. Construction of the 1919 and the northern line was re-gauged over the next first line between Bangkok and Nakornratchasima started in 10 years to link with the neighbouring countries of today’s 1891 and the first service was run from Bangkok to Ayutthaya Malaysia, Cambodia, and Myanmar. On 1 July 1951, on 26 March 1896. The Thonburi–Phetchaburi section of the RSR changed its name to the present State Railway of Thailand (SRT). During SRT’s long history, it has passed through many modernization phases to improve the organization but although SRT and other authorities are working closely on railway reconstruction plans, there have been few changes in the SRT administration due to internal and external factors. Currently, the government has provisionally approved an investment of about 180 billion baht (US$5.8 billion) in SRT to develop rail by upgrading the existing infrastructure; these plans include the Track and Bridge Rehabilitation Project, Track Doubling Project, Electric Diesel Locomotive Purchasing Project, Installing Signalling and Level Crossing Project, etc. In addition, SRT has implemented a Restructuring Plan by establishing three business units: Traffic, Property, and Rolling Stock Maintenance, as well as one subsidiary to operate the Airport Rail Link Project.
    [Show full text]
  • Trans-Asian Railway in the Southern Corridor of Asia-Europe Routes
    ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC DEVELOPMENT OF THE TRANS-ASIAN RAILWAY TRANS-ASIAN RAILWAY IN THE SOUTHERN CORRIDOR OF ASIA-EUROPE ROUTES UNITED NATIONS ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC DEVELOPMENT OF THE TRANS-ASIAN RAILWAY TRANS-ASIAN RAILWAY IN THE SOUTHERN CORRIDOR OF ASIA-EUROPE ROUTES UNITED NATIONS New York, 1999 ST/ESCAP/1980 This publication was prepared by Peter Hodgkinson, Consultant, with financial support by the Government of Germany through GTZ German Technical Cooperation. The description employed and the presentation of material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries. This publication has been issued without formal editing. CONTENTS Page 1. INTRODUCTION .................................................................................................................1 2. NETWORK IDENTIFICATION............................................................................................3 2.1 Routes of international significance .........................................................................3 2.1.1 Route TAR-S1.............................................................................................5 2.1.2 Route TAR-S2.............................................................................................5 2.1.3 Route TAR-S3.............................................................................................7
    [Show full text]
  • 6.3 Railway Bridge 35 6.4 Track Work 38 6.5 Drainage 41
    Executive Summary Report Detailed Design of Track Doubling Project for Transportation and Logistics (Section: Prachuap Khiri Khan – Chumphon) TTAABBLLEE OOFF CCOONNTTEENNTTSS Page 1 INTRODUCTION 1 1.1 Background 1 1.2 Objectives 1 1.3 Scope of Work 2 1.4 Development Targets 2 1.5 Project Components 4 2 EXISTING CONDITIONS 6 2.1 Route Alignment 6 2.2 Station 8 2.3 Track 11 2.4 Railway Bridge 12 2.5 Signalling, Traffic Control and Telecommunication Systems 12 2.6 Railway Crossing 13 3 DEMAND FORECAST 14 4 TOPOGRAPHIC SURVEY AND GEOTECHNIC SURVEY 17 4.1 Topographic Survey and Mapping 17 4.2 Geotechnical Survey 18 5 ALIGNMENT DESIGN 21 5.1 Alignment 21 5.2 Track Diagram 31 6 RAILWAY STRUCTURE AND TRACK WORK DESIGN 33 6.1 Geotechnical Foundation 33 6.2 At–Grade Railway Structure 33 6.3 Railway Bridge 35 6.4 Track Work 38 6.5 Drainage 41 PCBK / CMCL / UAE i Executive Summary Report Detailed Design of Track Doubling Project for Transportation and Logistics (Section: Prachuap Khiri Khan – Chumphon) TTAABBLLEE OOFF CCOONNTTEENNTTSS Page 7 STATION DESIGN 45 7.1 Architecture or Railway Station and Functional Areas 45 7.2 Platform Height 58 7.3 Civil and Structural Works of Station and Functional Areas 58 7.4 Electrical and Mechanical Systems for Station and Functional Areas 59 7.5 Intermodal Facilities 61 7.6 Station Access Roads 62 7.7 Freight Transport Facilities 63 8 RAILWAY CROSSING TREATMENTS AND FENCING 66 8.1 Railway Crossing 66 8.2 Safety Fencing 71 9 TRAIN OPERATION DESIGN 74 9.1 Forecasted Services 74 9.2 Train Diagram 75 10 SIGNALLING
    [Show full text]
  • Scoping Study for the Special Border
    INDONESIA-MALAYSIA-THAILAND GROWTH TRIANGLE SCOPING STUDY FOR THE SPECIAL BORDER ECONOMIC ZONE (SBEZ) IN THE INDONESIA-MALAYSIA-THAILAND GROWTH TRIANGLE (IMT-GT) SCOPING STUDY FOR THE SPECIAL BORDER ECONOMIC Zone (SBEZ) in the INDONESIA-MALAYSIA- THAILAND GROWTH TRIANGLE (IMT-GT) 15 May 2014 The views expressed in this publication are those of the authors and do not necessarily reflect the views and policies of the Asian Development Bank (ADB) or its Board of Governors or the governments they represent. ADB does not guarantee the accuracy of the data included in this publication and accepts no responsibility for any consequence of their use. By making any designation of or reference to a particular territory or geographic area, or by using the term “country” in this document, ADB does not intend to make any judgments as to the legal or other status of any territory or area. ADB encourages printing or copying information exclusively for personal and noncommercial use with proper acknowledgment of ADB. Users are restricted from reselling, redistributing, or creating derivative words for commercial purposes without the express, written consent of ADB. Contents Acknowledgments v Executive Summary vi I INTRODUCTION 1 1 Background and Coverage 3 1.1 Study Objective 3 1.2 Background 3 1.3 Activities Carried Out Under the Study 4 1.4 Report Structure 5 2 SBEZ Concept and Implementation Framework 7 2.1 SBEZ Concept 7 2.2 Motivation for Thai-Malaysian SBEZ 9 2.3 SBEZ Components 11 2.4 Roadmap 15 II BORDER AREA PROFILE 17 3 Characterization of Study
    [Show full text]
  • Rehabilitation of the Railway in Cambodia (Financed by the Japan Special Fund)
    Technical Assistance Consultant’s Report Project Number: 37269 November 2006 Cambodia: Preparing the Greater Mekong Subregion: Rehabilitation of the Railway in Cambodia (Financed by the Japan Special Fund) Prepared by Japan Railway Technical Service in association with Nippon Koei Co., Ltd. and Engconsult Ltd. Tokyo, Japan For the Ministry of Public Works and Transport, Royal Government of Cambodia This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design. Asian Development Bank TA 6251-REG GMS REHABILITATION OF THE RAILWAY IN CAMBODIA FINAL REPORT (Volume 1) November 2006 in association with Engconsult Ltd. FINAL REPORT CONTENTS • VOLUME 1 – The Study for Main Lines APPENDICES Appendix 1 Initial Environmental Examination (separate volume) Appendix 2 Resettlement Plan (separate volume) Appendix 3 Hydrological Data (separate volume) Appendix 4 Track Condition Survey Report Appendix 5 Structure Condition Survey Report (separate volume) Appendix 6 Sleepers Condition Survey Report (separate volume) Appendix 7 Description of Requirements for Detail Design and Construction Supervision Appendix 8 Tender Documents (separate volumes) Bidding Document for Design and Construction of Railway Rehabilitation Volume 1 Instructions, General Conditions, Particular Conditions, Bid, Forms, Schedules, Eligible Countries
    [Show full text]
  • Thailand: Improvement of Railway Passenger Services (Financed by the Government of France)
    Technical Assistance Consultant’s Report Project Number: TA-8183 THA April 2014 Thailand: Improvement of Railway Passenger Services (Financed by the Government of France) Final Report Prepared by PADECO Co., Ltd. Tokyo, Japan For Ministry of Finance, Thailand Ministry of Transport, Thailand State Railway of Thailand This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. Capacity Development Technical Assistance TA–8183 (THA): Improvement of Passenger Railway Services TABLE OF CONTENTS ABBREVIATIONS ...................................................................................................................I EXECUTIVE SUMMARY ................................................................................................... E-1 1. INTRODUCTION ............................................................................................................ 1 2. STRATEGY FRAMEWORK FOR SRT PASSENGER SERVICES .................................. 5 2.1 Current Situation: SRTs Circle of Decline ............................................................ 5 2.2 Breaking SRTs Circle of Decline ......................................................................... 6 2.2.1 Investments to Renew the Network, Rolling Stock and Equipment ............ 7 2.2.2 Safety – A Priority .................................................................................... 10 2.2.3 Rebuilding the Passenger Business ........................................................
    [Show full text]
  • The High-Speed Railway (HSR) Service, the Eastern Economic Corridor's Development, and Thailand: a Geographical Simulation Analysis
    Daisuke Hiratsuka, “High-Speed Railway, the EEC, and the Change of the Landscape of Thailand and its Neighboring Countries” BRC Research Report, Bangkok Research Center, JETRO Bangkok/IDE-JETRO, 2018 Chapter 2 The High-speed Railway (HSR) Service, The Eastern Economic Corridor's Development, and Thailand: A Geographical Simulation Analysis Ikumo Isono# 1 Overseas Research Fellow (Seville), IDE-JETRO Abstract: The economic impact of Thailand's HSR project, and development of the Eastern Economic Corridor (EEC), has been estimated using the Geographical Simulation Model (IDE-GSM). The HSR service will generate a positive economic impact in the areas along the routes and in the areas extending from the stations, but will generate a negative economic impact in other areas. Adding the EEC's development to the Eastern Line project will generate a highly positive economic impact along the Eastern Line route, but other areas will suffer a negative economic impact in comparison with the baseline scenario. In order to spread the economic impact of development in one area across the whole country, additional measures are necessary, and in this paper, we propose the Mekong-India Economic Corridor (MIEC) as an example. Keywords: Simulation, Thailand, High-speed railway, Economic Corridor JEL Classification: O53; R12; R13 1. Introduction As the initiative of Thailand's high-speed railway and the development of the Eastern Economic Corridor (EEC) is being embodied, the economic impact of these projects has been estimated using the Geographical Simulation Model (IDE-GSM, Kumagai el al. 2013). Currently, four HSR projects, the Northeastern, Northern, Southern and Eastern Lines are planned, and construction of the Northeastern Line started in January 2018, and the EEC will cover from Bangkok to Rayong.
    [Show full text]
  • China-Thailand North South Economic Corridor the Case Study of Sustainable Tourism Development on Road R3A
    China-Thailand North South Economic Corridor The Case Study of Sustainable Tourism Development on Road R3A Piti Srisangnam, PhD and Popkarn Arwatchanakarn, PhD ASEAN Studies Center School of Management Chulalongkorn University Mae Fah Luang University Outline • China Belt and Road Initiative • China-Indochina Peninsular Corridor • Rail Transport in Thailand • China-Lao PDR Railway • Trade Diversion Effects on Tourism Industry on the Northern Part of Thailand • Framework of Sustainable Tourism Development • SWOT Analysis and Policy Recommendations Silk Road Economic Belt 3 Routes, 4 Economic Corridors 1. New Eurasian Land Bridge, running from Western China to Western Russia 2. China–Mongolia–Russia Corridor, running from Northern China to Eastern Russia 3. China–Central Asia–West Asia Corridor, running from Western China to Turkey 4. China–Indochina Peninsula Corridor, running from Southern China to Singapore 21st Century Maritime Silk Road 2 Route, 14 Ports, 2 Economic Corridors 1. Bangladesh-China-Myanmar Corridor, running from Southern China to Myanmar. 2. China–Pakistan Corridor, running from South-Western China to Pakistan 3. Maritime Silk Road, running from the Chinese Coast through Singapore to the Mediterranean Image from Roman Wilhelm/ MERICS OBOR Forum for International Cooperation • The First OBOR Summit 2017 in Beijing • 29 foreign heads of state and government , representatives from 130 countries and 70 international and regional organizations • The Second OBOR Summit on 25-27 April 2019 in Beijing • 283 concrete results in 4 categories i.e. • Boosting Infrastructure Connectivity • Promoting Sustainable Development • Strengthening Practical Cooperation • Advancing People-to-People Exchanges, Economic corridors and other projects catalyzed and supported by connectivity 1. Addis Ababa-Djibouti economic corridor, including the development of 19.
    [Show full text]
  • Country Manual for Workers on Temporary Contractual Employment
    COUNTRY MANUAL FOR WORKERS ON TEMPORARY CONTRACTUAL EMPLOYMENT TO THAILAND This document can also be used as Pre-Departure Information Manual March 2014 Country Manual - Thailand CONTENTS PART – I ................................................................................................................................................ 4 GENERAL INFORMATION FOR OVERSEAS MIGRANTS .......................................................... 4 1. Definition ........................................................................................................................................ 4 2. The Present Situation .................................................................................................................. 4 3. The Emigration Act ....................................................................................................................... 4 4. Service Charge ............................................................................................................................. 4 5. Emigration Check Required (ECR) Category .......................................................................... 4 6. Countries with ECR status .......................................................................................................... 4 7. List of persons / categories of workers for whom Emigration Check is not required ......... 5 8. Guidelines for Emigration Clearance ........................................................................................ 6 8.1. Procedure for Emigration Clearance ................................................................................
    [Show full text]
  • Trans-Asian Railway Network
    งานประชุมวิชาการประจําป 2556 สํานักงานพัฒนาวิทยาศาสตรและเทคโนโลยีแหงชาติ (NAC2013) เรื่อง ภาพรวมระบบรางในภูมิภาคอาเซียน โดย นคร จันทศร ที่ปรึกษาผูอํานวยการสํานักงานพัฒนาวิทยาสาสตรและเทคโนโลยีแหงชาติ วันที่ 3 เมษายน 2556 อาเซียน ใน เอเชีย Trans-Asian Railway Network Trans-Asian Railway (TAR) เป็นโครงการ ภายใต้การสนับสนุนของ UNESCAP (Economic and Social Commission for Asia and the Pacific) เป็นโครงการทีจะสนับสนุนการขนส่ง สินค้าทางรถไฟระหว่างเอเชีย-ยุโรป Status • Overview : เริ่มในป 2503 วัตถุประสงคในเบื้องตนเพื่อทําการขนสง สินคาตอเนื่องในเสนทางจาก สิงคโปร ผาน อีสตันบูล ในตุรกี ความยาว 14,080 กม. และอาจเลยไปถึงยุโรปและอัฟริกา • Agreement : เพิ่งบรรลุขอตกลงความรวมมือเมื่อ 11 มิย . 2552 • The network and standard มีหลายกลุมมาตรฐาน • Participating nations Armenia , Azerbaijan Cambodia India Indonesia Iran Kazakhstan Laos Mongolia Nepal Pakistan People's epublic of China South Korea Russia Sri Lanka Tajikstan Thailand Turkey Uzbekistan Vietnam • Progress : ไมคอยคืบหนา อุปสรรคคือ gauge different, gauge break ADB Regional Operations (Approximate not precise) CAREC SECSCA SAARC G SASEC M S BIMSTEC ASEAN BIMSTEC: Bay of Bengal Initiative for Multi-sector Technical and Economic Cooperation ทางรถไฟในกลุม ประเทศภูมิภาค อาเซียน เปน ทางกวาง 1 เมตร ทางรถไฟในอาเซียน ประเทศ ความยาวทาง Track Gauge การเชือมต่อกับไทย ศักยภาพในการเชือม รถไฟ (กม .) (มม .) กับไทย ไทย 4,043 1.000 - - มาเลเซีย 2,262 1.000 เชือมต่อ 2 จุด - กัมพูชา 750 1.000 ยังไม่เชือม ขาดช่วง 48 กม . กําลัง ก่อสร้าง ลาว 3.5 1.000 เชือมต่อแล้ว - พม่า 5,099 1.000 ยังไม่เชือม ศึกษาโครงการแล้ว เวียตนาม 2,600 1.000(2,169 กม .) ยังไม่เชือม ขาดช่วง 260 กม . ผ่าน 1.435(178 กม .) กัมพูชา Dual gauge 253 กม . อินโดนีเซีย 4,675 1.067 ไม่เชือม ไม่มีศักยภาพ Length Track gauge Main routes (km) Ha Noi - Ho Chi Minh 1726 1000 mm Ha Noi - Hai Phong 102 1000 mm Ha Noi - Lao Cai 296 1000 mm Ha Noi - Dong Dang 163 dual gauge (1435 &1000 mm) Ha Noi - Quan Trieu 75 dual gauge (1435 &1000 mm) Kep - Uong Bi - Ha 106 1435 mm Long Kep - Luu Xa 57 1435 mm • สรางทางรถไฟ 1880s ทางรถไฟในฮานอย • ขนสงสินคา 7 % • ใชเวลา 30-40 ชม.
    [Show full text]