part 2 policy issues and financing
play

Part 2: Policy Issues and Financing of Dry Ports Peter Hodgkinson, - PowerPoint PPT Presentation

Capacity building seminar on planning, design, development and operation of intermodal freight interfaces, including dry ports Part 2: Policy Issues and Financing of Dry Ports Peter Hodgkinson, Consultant Transport Economist UNESCAP 1 Content


  1. Capacity building seminar on planning, design, development and operation of intermodal freight interfaces, including dry ports Part 2: Policy Issues and Financing of Dry Ports Peter Hodgkinson, Consultant Transport Economist UNESCAP 1

  2. Content – Part 1 1. Policy initiatives to assist dry port development 2. Infrastructure issues related to dry port development 3. Good practices of dry port development in the region 4. Financing - PPP and other financing methods 2

  3. Item 1. Policy initiatives to assist dry port development Commonly applied initiatives Description Intention to support: Remarks (Policy initiative) Establish- Commence Longer ment -ment of term operations financial viability √ Land transfer Most benefit in short term √ √ Tax waiver Short term benefit √ √ √ Priority development of Vital benefit in short-long transport connections term √ Incorporation into export ? May have long term benefit processing or other FTZs (depends on location and market possibilities) √ √ Regulation for sustainable Will favour most efficient transport connections transport in longer term 3

  4. 1.1 Problems with policy formulation and application • Generally fragmented authority for coordination and planning of dry port development in region – many separate agencies and regulatory authorities involved • Limits ability to formulate and apply consistent and effective government policies and initiatives • Need in majority of countries to set up inter-agency coordinating committee under single government authority, preferably Ministry of Transport or equivalent • India and Islamic Republic of Iran provide good examples of countries which have succeeded in co-ordinating the dry port planning and regulatory functions of different agencies under a single ministry:  In India, functions co-ordinated within Inter Ministerial Committee under Ministry of Commerce and Industry  In Islamic Republic of Iran, functions of multiple agencies co- ordinated within inter-agency committee under the Ministry of Transport 4

  5. 1.2 Effectiveness of various policy initiatives • Land transfer  Transfer of land from public sector to private sector made either as grant or lease or sale, at concessional rates  Often a pre-requisite for private sector investment in dry ports, due prohibitively high land prices (often fuelled by speculation)  Is usually a public sector obligation in PPP contracts  Highly effective in short term (establishing dry ports), but can also secure viability in longer term • Financial incentives (e.g. tax waivers)  Can include business tax or land tax holidays, for limited period of time  Considered to be ineffective or at least of only short term benefit  Few countries have applied such incentives to assist dry port development, one exception being Australia, where local government land taxes are sometimes reduced to assist establishment of dry ports 5

  6. Effectiveness of various policy initiatives (cont’d) 1.2 • Priority development of transport connections  Adequate connections of dry ports by road and rail, or (where possible) inland waterways, essential for their financial viability in short, medium and long term  In case of some PPP contracts, development of external transport connections an obligation of public sector partners  In some cases, governments assist infrastructure development through financial grants to private developers (e.g. branch-lines in Islamic Republic of Iran) • Incorporation into export processing or other free trade zones  Application with mixed success  Often FTZs located near borders with limited, or no, industrial base – therefore limited, or no, demand for dry port services • Regulation for sustainable transport connections  Most countries restrict truck weights and dimensions to limit road damage or enhance safety (not to divert traffic to sustainable transport modes)  Problems of enforcement and limited effect in terms of traffic diversion to sustainable modes  Some countries of the region (e.g. Australia and Tajikistan have actually relaxed truck weights and dimensions to encourage larger and more efficient trucks (these policies need to be reversed) 6

  7. Are regulations on truck weights and dimensions going the wrong way? B-Double, overall length 24 metres, capacity 3 TEU Super B-Double, or B-Triple, overall length 30 metres, capacity 4 TEU 7

  8. 8

  9. 0.1400 0.1200 0.1000 0.0800 $A 0.0600 0.0400 0.0200 0.0000 Rail Rail Road Road (B- (single (double (semi- double) tier) stack) trailer) Operating cost per net 0.0792 0.0457 0.1365 0.1178 tonne-km - $A Single tier rail as % of: 100% 174% 58% 67% 9

  10. Item 2. Infrastructure issues related to dry port development Key benefit of dry ports is reduction in logistics costs* of moving cargo from trade origins to trade destinations • Can only be achieved if different transport modes can be utilized for parts of journeys which will minimize their operating costs, implying that: 1. Dry ports should be connected to cargo sources by short-distance road haulage services (either small break-bulk trucks for de-consolidated cargo or trailer trucks for containers) 2. Dry ports should be connected to seaports (or dry ports in other countries) by long-distance railway container haulage services • Realization of transport efficiency and related cost savings will depend on dry ports being connected to high quality seaport, road and rail infrastructure * Comprises all transport, handling and storage costs incurred between a consignment’s origin and its destination. 10

  11. 2.1 Seaport Linkages  An important function of dry ports: to facilitate access to the sea for land-locked countries and regions, by consolidating cargo and by providing cost effective land transport linkages to seaports • Throughput and storage capacity of a seaport as well as capacity and efficiency of its cargo handling systems can have critical effect on growth of inland trade • In case of some seaports (e.g. Chittagong), capacity is over- stretched • In case of others (e.g. Shahid Rajaee) capacity is under-utilized • Seaport managers have responded to capacity shortages in different ways, but most involve re-location of container stuffing/unstuffing outside of port • Has sometimes led to re-location of congestion from port to highway system (case of Bangladesh) 11

  12. 2.1 Seaport linkages (continued) Two problems associated with rail accesses to seaports: 1. Lack of adequate track length inside ports • All seaports reviewed in UNESCAP studies have rail connections, but none can accomodate full length trains in loading/off loading sidings inside port boundaries • Imposes on railway operators need to break up trains outside of the port before placement of wagons in loading/off loading sidings and to re-marshal trains outside of the port after retrieval of wagons from loading/off loading sidings • Results in substantial additional operating time and cost (not recoverable in railway charges) 2. Poor location of rail tracks inside ports • Few, if any, of the region’s seaports locate rail sidings close to container stacks adjacent to berths (in most cases they are 500m to 2 km distant) • Results in multiple handling of rail-delivered containers (typically 3 lifts per container to/from stacks as compared with only a single lift for road-delivered containers) and a significant competitive disadvantage for rail Need for port managers to commit to improving rail accesses to their ports 12

  13. 2.1 Seaport linkages (continued) Example of restricted rail access to a seaport Rail access line Distance rail sidings to cont. berths • Satellite image of a major seaport (container berths on left) • Rail access line (purple) is 1.5 km from container berths • Off-loaded containers must be transported from rail sidings by prime mover and yard trailer • Other cargo piers (to right of the container pier) have railway sidings running their full length, off the access line 13

  14. 2.2 Road linkages • Dry ports need good quality local road linkages to cargo sources • In case of countries lacking a comprehensive rail network, dry ports also need access to seaports via multi-lane highways • Asian Highway network appears to provide good coverage of region’s dry ports • No “missing links” in AH network preventing seamless transport between dry ports and seaports, or between dry ports in regional network, identified • Upgrading of primary road links between seaports and inland trade generating centres recently undertaken in several countries of region (mostly involving extra lane construction) • However, limited road capacity persists in some countries, particularly those located in mountainous areas (e.g. Afghanistan, some countries of Central Asia, and southwestern China) 14

Recommend


More recommend