Steps towards Integrated Transport National Seminar on Integrated Intermodal Transport Pierre Chartier

National Seminar on Integrated Intermodal Transport
Yogyakarta, 8-9 September 2015
Steps towards Integrated Transport
Pierre Chartier
ESCAP Transport Division
The future we want
How to address mobility requirements :
- for 7.2 billion people - soon to be 9 .6 billion,
- while bringing the billions of people at the bottom of the social ladder into
mainstream economic development,
- without blowing up the environmental load ?
The future we want
“ Improved regional connectivity will also offer important development opportunities
to least developed, landlocked and small island developing countries.
”
Ban Ki Moon, August 2014
Implications for transport
Transport policies which:
conserve energy
minimize emission of greenhouse gases
minimize water pollution
minimize impairment of the visual environment
enhance public safety
…deliver what industry requires!
A new mindset
Transport sector which:
puts greater emphasis to environmentally sustainable form of
transport
offers a wider range of transport options at lesser cost to shippers
acts as a major player in the advent of economic corridors
spreading economic prosperity
How to
Streamlining the transport sector
create the conditions for coordinated policies
avoid redundant investment (in particular in logistics)
reduce logistics cost to enhance corporate competitiveness and
national competitiveness
A national transport strategy would provide a more stable basis for:
allocating public investment resources across sectors
developing the most efficient long-term role of all transport modes
create an equitable basis for modal competition, which will in the
long term ensure a shift towards sustainable transport
Conditions for a better modal split
Relevant transport policies for a modal split to environmentally friendly modes of transport
Appropriate investment strategies and policies are needed to provide the infrastructure and
operating assets compatible with efficient rail operation
Port layout plans should be optimized to minimize double handling of cargo and containers to
and from rail / IWT
Commercial port pricing incentives should be applied to encourage hinterland transport of
containers by rail / IWT
Truck axle load limits should be set and applied at levels which favour carriage of heavy
containers by rail / IWT
Action should be taken to recover the road maintenance costs caused by heavy vehicles.
Conditions for a better modal split
Appropriate investment strategies and policies
The investment strategies and policies which are most needed are those which will ensure that
the economic advantages of rail transport are achieved.
rail is disadvantaged by its lack of flexibility
rail has the substantial compensatory advantage of being able to deliver in a single train
operation to a port a high volume of containers, for a minimum level of operating costs
must have access to well-located inland terminals and easy access to berth in ports
Thailand and Bangladesh: past under-investment in motive power and rollingstock has prevented the SRT and BR to compete on the container segment
between Laem Chabang and Lard Krabang ICD or Chittagong and Dakha
Bangladesh: location of the Dakha ICD next to the main passenger in a heavily
congested area of the city and conflict between shunting movement of freight
and commuter services
Conditions for a better modal split
Optimization of port layout plans
Very few, if any, ports of the region have layouts which are compatible with the efficient
operation of container trains
rail loading/unloading tracks are of insufficient length to accommodate full length trains
rail loading/unloading tracks are located too far from berth-side container stacks to allow
single lift loading and unloading operations using port handling equipment
Infrastructure layout at most ports, far from encouraging a modal shift from road to rail,
actually reinforce the predominant use of road transport for inbound and outbound
container movement
Conditions for a better modal split
Commercial port pricing incentives
Application of commercial port tariff incentives should encourage the movement of containers
into and out of a port by rail.
volume discounts off the rates charged for loading/unloading containers to and from rail
Bangladesh: port pricing encourages the perpetuation of inefficient road transport
for the carriage of break-bulk container cargo, rather than to encourage the
carriage of containers on rail
Conditions for a better modal split
Application of road-related policies
Road axle load limits are applied in order to restrict the damage to road surfaces caused
by heavy trucks
it can also be effective in influencing the modal split of the freight transport task, but only when the
modal alternatives are effective
A majority of the region’s countries apply limits on the gross weights, or axle loads, of cargo
trucks, but in only some of these countries do such limits appear to be strictly enforced
Little evidence that the road maintenance costs caused by heavy trucks are adequately recovered
from operators in any country of the region
in some countries road maintenance costs are recovered in total from fuel taxes, vehicle import
duty, and fixed registration and license fees, but implicit in these tax receipts there is a large
cross subsidy from private vehicle to commercial vehicle operators
rail cannot compete
rail risk an under-recovery of their costs
Thailand: on the Bangkok-Chonburi motorway toll charge for an 18-wheeler
prime mover and trailer is only 3 times that of a private car
Conditions for a better modal split
Governance
Governments must play their regulatory role
…at least a need to take action to create an equitable basis for modal competition,
which will in the long term ensure a shift towards sustainable transport
establishment of a specific agency to above all existing ministries to integrate the policy functions
dispersed among various ministries
Republic of Korea: National Logistics Policy Planning Committee chaired by the
Minister of the Ministry of Land, Infrastructure and Transport
establishment of a board to review projects and policies
- to avoid contradictory policies
Thailand: strong government investment in high quality multi-lane road accesses to
Laem Chabang Port is counterproductive to sustainable policies
- to avoid implementation delays
Thailand: slow renewal of concessions at Lard Krabang discouraged further
investment
Conditions for a better modal split
Governance
creation of a conducive environment for private sector participation
China: CR Intermodal (former CRCTC) is a JV with private shareholding of NWS
Holdings of Hong Kong (container service provider), CIMC (container manufacturer),
Luck Glory (investor), DBML (subsidiary of German Railways)
creation of a body to oversee policies and practices in the sector (avoid conflict of interest)
Thailand: practice of awarding operating concessions at Lard Krabang to
shipping lines, most of which have trucking subsidiaries (Maersk, NYK Shipping)
unleash commercial freedom across modes
Russian Federation: tariff incentives based on the container volumes through long term
contracts with container customers.
Thailand: SRT enjoys the freedom of setting its container haulage charges at
competitive levels
Th@ nk you
Ban Ki Moon, Secretary-General of the United Nations
www. unescap.org/our-work/transport
info.: [email protected]