DOCSLIB.ORG

World Bank Document

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
World Bank Document Document of The World Bank FOR OFFICIAL USE ONLY Public Disclosure Authorized ReportNo. 2070a-TH THAILAND STAFF APPRAISAL REPORT Public Disclosure Authorized OF A FIFTH RAILWAY PROJECT Public Disclosure Authorized December 26, 1978 Transportation Division Public Disclosure Authorized Project Department East Asia and Pacific Regional Office This documenthas a restricteddistribution and may be used by recipientsonly in the performanceof their official duties. Its contentsmay not otherwisebe disclosed withoutWorld Bank authorization. CURRENCY EQUIVALENTS Currency Unit Baht (B) (1 Baht = 100 Satangs) US$0.0490 = B 1.00 US$1.00 = B 20.45 US$49,020 = B 1 million SYSTEM OF WEIGHTS AND MEASURES Metric British/US 1 centimeter (cm) 0.033 feet (ft) 1 meter (m) = 3.2808 feet (ft) 1.0939 yard (y) L, kilometer (km) = 0.6214 miles (mi) i metric ton (ton) 0.9841 British long tons (lg tons) 1 kilogram (kg) = 2.2 pounds (lb) ABBREVIATIONS AND ACRONYMS A - Ampere c.i.f. - Cost, insurance, freight CPCS - Canadian Pacific Consulting Services hp - Horsepower ICB - International Competitive Bidding KV - Kilovolt KW - Kilowatt p.a. - per annum SRT - State Railway of Thailand V - Volt FISCAL YEAR October 1 to September 30 FOR OFFICIAL USE ONLY THAILAND STAFF APPRAISAL REPORT OF A FIFTH RAILWAY PROJECT Table of Contents Page No. I. TRANSPORT SECTOR .... 1 A. Transport System .... 1 B. Transport Demand .... 3 C. Transport Policy, Coordination and Investment. 4 II. RAILWAY SUBSECTOR .... .. 5 A. Background and Past Bank Group Assistance to the Railways .... .. 5 B. SRT Organization .... .. 6 C. Facilities .... .. 7 D. Traffic . ... 9 E. Operations .... ...... 12 F. Tariffs and Costs .... ...... 12 G. Budget, Accounting and Audit . 13 H. Revaluation of Assets .... ...... 14 I. Uneconomic Lines and Services . 14 III. INVESTMENT PLAN AND PROJECT ... 16 A. Investment Plan .... ...... 16 B. Project Definition and Loan . 17 C. Project Description .... ....... 18 D. Cost Estimates .... ...... 20 E. Financing Plan . ........ .. 21 F. Project Implementation ... ...... 21 G. Action Plan .... ....... 21 H. Procurement .... *. ...... 23 I. Disbursements . ... 23 IV. ECONOMIC EVALUATION .C.E.A.T.O.N.. ............ 24 A. SRT's'Transport Role . .... 24 B. Evaluation Summary .... ..... 24 C. Evaluation Details .... ..... 25 D. Sensitivity Analysis and Project Risks . 26 This report was prepared by Messrs. C. Buratti (Engineer), 0. Murthy (Consultant), L. Seigel (Financial Analyst) and A. Weckerle (Economist). rThis documenthas a restricteddistribution and maybe usedby recipientsonly in the performance of their official duties. Its contents may not otherwise be disclosedwithout World Bank authorization. Page No. V. FINANCIAL EVALUATION . 27 A. General. 27 B. Past Financial Performance . 28 C. Assumptions for Financial Projections. 31 D. Forecast Financial Performance . 33 E. Sensitivity Analysis and Financial Risks . 36 VI. AGREEMENTS AND RECOMMENDATIONS . 37 ANNEXES 1. Past Bank Group-Financed Transport Projects 38 2. Selected Documents and Data Available in the Project File 40 TABLES 1. Estimated and Projected Public Passenger Traffic for 1976-91 2. Estimated and Projected Freight Traffic by Modes for 1968-91 3. Public Transport Investments during the Third and Fourth Five-Year Development Plans 4. Estimated Investment Requirements for Transport Infrastructure in 1977-91 5. SRT Track and Infrastructure - Details as on September 30, 1977 6. Rails in Meter Gauge Line Tracks 7. Inventory of SRT Motive Power and Rolling Stock as of September 30, 1977 8. SRT Passenger Traffic from 1967-81 9. SRT Freight Traffic (CL) by Commodities for 1972-81 10. Selected Operating Statistics 1972-77 11. SRT Passenger Tariffs 12. SRT Freight Tariffs (Car-Load Rates) 13. SRT Income Accounts: 1974-82 14A. SRT Investment Plan, 1977-81 14B. SRT Investment Plan: Cash Requirements 15. Project Composition and Cost 16. Physical Content of the Project 17. Acquisition of New Diesel Locomotives for Freight Service in 1977-81 18. Replacement of Hitachi Locomotives with "Other" Diesel Locomotives 19. Diesel Locomotive Utilization 20. Passenger Car Acquisition in 1977-81 21 Requirements of Additional Passenger Cars in 1977-81 22. Requirements of Freight Cars 1977-81 23. Track and Bridge Rehabilitation Program, 1977-81 24. Makkasan and Districts Workshops: Machinery and Equipment Financed by the Loan 25. Implementation Schedule, 1977-81 26. Procurement Schedule for Bank-financedItems 27. Estimated DisbursementSchedule 28. Economic Returns on 1979-81 Investments 29. SRT Cash Flow Data: 1974-82 30. Operating Revenues and Costs: Effects of Inflation, 1972-1977 31. SRT Balance Sheets: 1974-82 32. Long-term Debt as of September 30, 1977 CHART Chart No. 18916 - OrganizationChart of State Railway of Thailand MAPS IBRD 13621 - Transport System IBRD 13622 - Track Rehabilitationand Signalling ImprovementSchemes I. TRANSPORT SECTOR A. Transport System General 1.01 Thailand'stransport system is a mix of traditionaland modern modes, principally(in order of importance)roads, the railways and inland waterways. The highest concentrationof traffic is over the main arteries constituted by national roads, railways and river navigation. National roads generally run in close proximity to railway lines and, in the Chao Phya basin extendingnorth from Bangkok, all three principalmodes are represented. Total length of the transportnetwork is adequate for the next decade, but its quality, in particularthat of secondaryand tertiary roads, needs sub- stantial upgrading. Roads 1.02 By traffic volume, network length and value of sunk investments, roads are the most important transport infrastructure. National highways, the primary road system, total nearly 13,000 km which is more than three times the length of the railways (about 3,800 km). Like the railway lines, they radiate from Bangkok to the national borders. More than 90% of national roads are paved. 1.03 Provincialroads, the secondaryroad system connectingprovincial towns and other major populationcenters with national roads, total more than 22,000 km. Despite increasingtraffic requirements,most provincial roads are in very poor condition. About 60% (13,000 km) are unimprovedand often not passable in rainy weather. Of the remaining 40% (9,000 km), half are paved and half have graveled surfaces. National highways and provincial roads primarily serve the rural population,as do inland waterways and the railways. The responsibilityfor constructionand maintenance of the national and provincialroad systems is vested in the Departmentof Highways in the Ministry of Communications. A program for upgrading secondary roads is underway. 1.04 Tertiary roads are defined as roads not classified as national, provincialor urban. They include cycle tracks and, in some cases, even footpaths. Estimates place their length at between 40,000-60,000km, but inventorydata are incompleteand sketchy. Although a few thousand km of these roads have been improved in recent years, maintenance has been limited. Regional coverage of these roads is not balanced. Tertiary roads connect villages and hamlets with the primary and secondaryroad systems, railways and inland waterways. They are administeredby a number of over-lapping national, provincialand local agencies - a system which needs rationalizing. Appropriate steps for improving tertiary roads are under study (para. 1.14). Inland Waterways 1.05 The inland waterways system consists of the rivers and canals in the central plains and some sections of the Mekong river. Navigable waterways in the central plains comprise about 1,600 km in the rainy season and 1,100 km -2- in the dry season. During the rainy season (July to December), barges up to 80 tons and two meters draft can negotiate the waterways from the gulf of Thailand to Uttaradit (about 700 km). In the dry season (January to June), navigation is restricted to the section from Bangkok to Nakhon Sawan, halfway between the capital and Uttaradit. The principal rivers in the waterways system are the Chao Phya, which is navigable up to Nakhon Sawan; the Nan River, linking Uttaradit to Nakhon Sawan; and the Pa Sak River between Ayutthia (on the Chao Phya) and the Rama VI dam. Apart from a string of landing places, built mainly for private use, no river port facilities exist. The fleet of mostly wooden barges numbers about 7,000, of which about 50% exceed 40 tons and 10% (steel barges) have a dead weight range of 100-300 metric tons. Most of the fleet is privately owned. Public investment in waterways transporthas been very limited in the past; a project to improve the system is currently under preparation (para. 1.14). Sea Ports 1.06 There are some 35 sea ports in Thailand, which can be broadly divided into two groups according to location, size and function. The first group includes Bangkok, Si Racha and Sattahip - all of which are within 200 km of the capital and serve as Thailand's principal external trade outlets. Bangkok, the country's most important port, dominates internationalwaterborne traffic, accounting for 90% of dry cargo imports and exports except bulk agriculturalexports handled at deep water anchorage off Si Racha. Si Racha is the port of discharge for most oil imports, and Sattahip, built as a military facility, handles some containerizedcommercial cargo at present. However, the Government has decided to develop Sattahip as a major commercial deep sea port, and the first investments are scheduled for the early eighties. The second group consists of the southern ports, which are scattered
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]