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Regional Expert Group Meeting on Policy Options for Sustainable Regional Expert Group Meeting on Policy Options for Sustainable Transport Development 27 – 29 November 2013, Incheon, Republic of Korea Seamless Operation for ASEAN Rail Connectivity Seamless Operation for ASEAN Rail Connectivity Kunming China Route Myanmar Vietnam Missing Sections Length (kms.) Aranyaprathet – Klong Luk Laos 6 (in Thailand) Klong Luk – Poipet 6 Dong Ha (in Cambodia) Phnom Penh – Loc Ninh 254 ThailandThailand (in Cambodia and Viet Nam) Bangkok Aranyaprathet Poi Pet Route Rehabilitation Sections Length Si So Phon Cambodia (kms.) Loc Ninth Si So Phon – Phnom Penth 337 Phnom Penth (in Cambodia) Loc Ninh – Ho Chi Minh City 129 Ho Chi Minth ( in Viet Nam) Hanoi – Laocai 296 (in Viet Nam) Malaysia Singapore Seamless Operation for ASEAN Rail Connectivity Thailand Aranyaprathet Station 5.00 km Klongluk Stopping Place 1.00 km 6.00 km Poipet Station Cambodia Seamless Operation for ASEAN Rail Connectivity Stopping Place Thailand Cambodia Access Road Big Tree Alignment Alignment Rail Road Casino WINNER Wall Stall Skywalk Poipet Station Seamless Operation for ASEAN Rail Connectivity The rehabilitation contract on the eastern line, Aranyaprathet-Klong Luk, was signed on July 25th, 2013 Border Common Bridge The name of the contractor is Ital Thai Development The contractor already entered to the site on September 3rd, 2013 7 Seamless Operation for ASEAN Rail Connectivity Namtok – Three Pagoda Pass – Thanbyuzayat (Missing Link) The Feasibility Study was taken in 2007. It was concluded that the project provided low return and Myanmar should be put off. The missing link are: Thanbyuzayat 1. Namtok – Three Pagoda Three Pagoda Pass Pass in Thailand (153 km) estimated to cost USD Namtok 491,149,067 2. Three Pagoda Pass – Thanbyuzayat in Myanmar (110 km) estimated to cost USD 246,171,207 Seamless Operation for ASEAN Rail Connectivity Phase 1: Nong Khai – Thanaleng March 20, 2004 Thai Government agreed to offer financial assistance to Lao PDR: 30% grant (THB59 million) and 70% low interest-bearing loan (THB138 million). Grand opening March 5, 2009. Phase 2: Thanaleng – Vientiane June 14, 2012 The Loan Agreement amounted 1,650 Million Baht was signed for funding the Phase 2 of Lao Railway project. For the time being, the construction of the freight yard or Inland Container Depot at Thanaleng station is under construction now. 9 Seamless Operation for ASEAN Rail Connectivity Summary: The progress of construction work on the missing link has been moving slow Rail infrastructure should be completed by 2015 Only the missing link between Thailand and Cambodia will be completed by 2014 The rest of the construction for the missing link and the spur line will be definitely delayed from the MPAC Only the Physical Connectivity can’t guarantee a seamless movement of goods and people Seamless Operation for ASEAN Rail Connectivity Seamless Operation for ASEAN Rail Connectivity Summary: There are a lot of words like “Expedite”, “Accelerate”, Speed up”, Simplify”, “Eliminate” for the actions on Institutional Connectivity The Master Plan on ASEAN connectivity (MPAC) dose not state the dead line for the completion of Institutional Connectivity A lot of work need to be done to create a seamless movement of goods and people especially by rail because Protocol 6 in AFAFGIT facilitate only the movement of goods in transit What should we do to facilitate the movement of people in transit and goods and people for inter-state by rail? Seamless Operation for ASEAN Rail Connectivity Most of the railway authorities seem to spend more time in seeking source of fund to complete the hard infrastructure Those railway authorities spend less time for the development of a well-functioning CIQ (Customs, Immigration, Quarantine) which requires smaller amount of fund for necessary infrastructure and technology at border checkpoints They should have spent more time and effort for this activity before the completion of hard infrastructure Seamless Operation for ASEAN Rail Connectivity With or without agreements/protocols and the signing of the simplification and harmonization of relevant rules and standards on CIQ, the movement of trains for goods and people, for both inter-state and in-transit, can be done by the Joint Traffic Agreement which mutually agreed by the two railways Such agreement simplifies and harmonizes the railway rules and regulations to allow free flow of locomotives and rolling stocks across the border The relevant rules and regulation for CIQ are applied only on ad hoc basis. There is no standard on CIQ for the movement of goods and people across the border by rail Seamless Operation for ASEAN Rail Connectivity What we are doing now for pushing the movement of people and goods for both inter-state and in transit by rail seamlessly is to make use of the existing agreement by rail, rules, and regulations of parties concerned To push all ASEAN Member States to sign the agreement/protocol like the other legal frameworks is a right way to start but it will take more time to achieve the ultimate goal It took more than 10 years to sign Protocol 6 Railways Border and Interchange Stations and yet still under controversial whether all of Member States should ratify this Protocol or not Seamless Operation for ASEAN Rail Connectivity The countries who have railway connected should set up a joint committee and start discussing with the relevant and related authorities from both countries at the border The criteria of a discussion should cover the application of the existing rules and regulations not only CIQ but also other procedures at the border to facilitate the movement of goods and people in all aspects seamlessly and efficiently without waiting for the signing of more protocols The real case study should be put up and consult with those authorities whether they can facilitate such movement or not What the step should be done next to apply the existing rules and regulations for the implementation Seamless Operation for ASEAN Rail Connectivity The international standard of rules and regulation across the border should comprise of at least the following criterias: Transparency Public Input Evidence Based Quality Control Retroactive Review Flexibility Look for Alternative Seamless Operation for ASEAN Rail Connectivity In conclusion, although the physical connectivity is necessary for the seamless operation, the railway staff should also prepare for the information and start discussing with authorities concerned for the Institution Connectivity at the border. This activity does not need a big amount of fund to do like the Physical Connectivity but requires time and effort instead. The principles of discussion should be aiming at the transparency, public involvement, non-discrimination, flexibility, avoid the unnecessary regulation, and review the outcome. By doing this, probably, we can settle the Institution Connectivity before the Physical Connectivity and ready to implement the seamless operation once the construction is completed. Seamless Operation for ASEAN Rail Connectivity • Prepare for the information and start discussing with authorities concerned for the Institution Connectivity at the border. • It requires time and effort instead of big amount of fund. • The principles of discussion should be aiming at the transparency, public involvement, non-discrimination, flexibility, avoid the unnecessary regulation, and review the outcome. Seamless Operation for ASEAN Rail Connectivity .
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