Proceedings of The Fifteenth Meeting of The GMS Subregional Transport Forum

September 2011
REG: Greater Mekong Subregion Economic

Cooperation Program
Summary of Proceedings: 15th Meeting of the GMS
Subregional Transport Forum (STF-15)
The views expressed in this report are the views of the author(s) and do not necessarily reflect the
views or policies of the Asian Development Bank (ADB), or its Board of Directors or the
governments they represent. ADB does not guarantee the source, originality, accuracy,
completeness or reliability of any statement, information, data, finding, interpretation, advice,
opinion, or view presented, nor does it make any representation concerning the same.
Greater Mekong Subregion Economic Cooperation Program
Fifteenth Meeting of the GMS Subregional Transport Forum

Vientiane, Lao Peoples Republic
14-15 September 2011
SUMMARY OF PROCEEDINGS
Introduction
1.
The Fifteenth Meeting of the Subregional Transport Forum (STF-15) was held in
Vientiane, Lao Peoples Democratic Republic, on 14-15 September 2011 The Meeting was
jointly organized by the Ministry of Public Works and Transport, Lao PDR and the Asian
Development Bank (ADB). The objectives of the Meeting were: (i) to review and monitor the
progress on priority GMS transport projects; (ii) to review the draft report of the Regional TA for
Planning the GMS Railway Coordination Office; and (iii) to apprise the Forum on key initiatives
in other related sectors and areas of cooperation, related to the transport sector. (The Meeting
Program and Agenda is attached as Appendix 1).
2.
The Meeting participants included delegations from the Kingdom of Cambodia, the
Peoples Republic of China (PRC), the Peoples Republic of China (PRC), the Lao People's
Democratic Republic (Lao PDR), the Union of Myanmar, the Kingdom of Thailand, the Socialist
Republic of Viet Nam, and ADB. Representatives from various development partner
organizations also attended the Meeting. (The list of participants is attached as Appendix 2).
3.
The Meeting was chaired by Mr. Math Sounmala, Director General, Department of
Planning and Cooperation, Ministry of Public Works and Transport, Lao PDR, and co-chaired by
Mr. James P. Lynch, Director, Transport and Communications Division, Southeast Asia
Department, ADB.
Day 1 Proceedings: 14 September 2011
I.
Opening Session
4.
His Excellency, Mr. Sommad Pholsena, Minister of Public Works and Transport of the
Lao PDR, welcomed the participants. In his Welcome and Opening Remarks, he said that in line
with the Lao Governments goal of gradually eradicating poverty and meeting the MDGs, the
MPWT has focused its plans toward the development of an efficient and reliable transport
system to help create a favorable condition for sustainable economic growth and poverty
reduction, as well as environmental protection and regional integration. The Ministrys main
focus is to improve road transport, since roads are the dominant mode of transport in the
country and are very critical to its socio-economic development. Apart from hard infrastructure
development, the Lao Government has also been working on legal instruments to fully utilize its
transport infrastructure. He noted, however, that while there has been good progress in putting
in place bilateral agreements, there was a need to speed up the implementation of the
mutilateral GMS Cross Border Transport Agreement (CBTA). He encouraged the Forum to work
toward making the transport corridors more attractive for trade and tourism flows. His
recommendations for priority projects in this regard include the construction of the Laos-
Myanmar Mekong Bridge between Xieng Kok and Kyaing Lap, and the development of a
corridor connecting Vientiane, Luang Prabang (Lao PDR), Chiang Mai (Thailand), Mandalay
and Bagan (Myanmar). He also informed the meeting that the Lao Government has recently
completed the National Transport Logistics Master Plan consisting of three major strategies
namely Cargo Flow Integration; Business Stimulation and Market Expansion, and which
includes more than 20 projects. (A copy of the Ministers statement is in Appendix 3).
5.
Mr. Math Sounmala, Chair, in his opening remarks, noted that the GMS Transport Forum
is a key instrument for regional cooperation and integration under the GMS Program, and that
substantial progress has been achieved not only in infrastructure development as represented
by the near completion of the main GMS transport corridors, but also in the software aspects of
subregional transport development. For instance, the CBTA is already in operation at certain
borders between Lao PDR and its neighbors, and various agreements on exchange of traffic
rights are also underway. Cooperation is also being considered to be extended to other modes
of transport, particularly railways. For Lao PDR, developing transport links with its neighboring
countries is crucial, since being a landlocked country, this is the only way that Lao PDR can
integrate with the regional and global economy. He also expressed appreciation for ADBs
support for transport cooperation in the GMS. (A copy of his statement is in Appendix 4).
6.
Mr. James Lynch, Co-Chair, in his opening statement, gave a brief background on the
beginnings and achievements of the GMS Subregional Transport Forum, emphasizing the
important role of transport cooperation in the GMS Programs overall 3 Cs strategy of
enhanced connectivity, improved competitiveness, and a greater sense of community. Despite
these substantial achievements, however, recent global and regional trends and challenges call
for even stronger cooperation and decisive action going forward. Among these challenges are
the ever-increasing competition in global markets that call for closer regional economic
integration, greater efficiency through the development of multimodal and intermodal transport,
the need to mitigate and adapt to climate change, transformation of transport corridors into fullfledged economic corridors, coordination of transport development with other sectors, and the
development of the necessary software and institutional capacities. (A copy of his statement is
in Appendix 5).
II.
Session 1. Country Status Reports on Priority Transport Projects
7.
The GMS delegations presented their respective country reports, which provided
updates on the priority transport projects of their respective countries, particulalry those included
in the Vientiane Plan of Action as well as other GMS-related projects considered high priority by
their governments. Presentations were made by the following participants: (i) Mr.Hong Sinara,
Deputy Director General, Ministry of Public Works and Transport, Cambodia; (ii) Mr. Li
Guoliang, Project Officer, Ministry of Transport, PRC; (iii) Mr. Laokham Sompheth, Director
General, Department of Roads, Ministry of Public Works and Transport, Lao PDR; (iv) Mr. Aung
Myint Hlaing, Deputy General Manager, Ministry of Rail Transportation Myanmar; (v) Dr.
Siriphan Jitprasithsiri, Director of International Highways Development Division, Department of
Highways; and (vi) Mr. Nguyen Ngoc Thuyen, Deputy Director General, International Cooperation
Department, Ministry of Transport, Viet Nam. (The GMS delegations respective country reports
are in Appendices 6-A to 6-F).
III.
Proposed GMS Railway Coordination Office (RCO)
Background on the Issues and Rationale for the Proposed establishment of the RCO
8.
Mr. Peter Broch, Senior Transport Economist with ADBs Southeast Asia Department
presented the background on the key develoopments, issues and rationale behind the proposal
to establish the RCO. This a key recommendation of the the Strategic Framework for
Connecting GMS Railways endorsed by the GMS Ministers in their 16th Ministerial Meeting in
2010. (A copy of his presentation is in Appendix 7).
Presentation on the Proposed Plans and Key Issues Regarding the RCO
9.
Mr. W. Gregory Wood, Consultant, Regional Technical Assistance for Planning the
RCO, gave a presentation on the key issues involved as well as options that may be considered
in establishing and operating the RCO. His presentation also included: the experience of
existing international organizations involved in railway integration and the lessons learned from
their experience; the experience in ASEAN and individual GMS countries and pairs of countries
toward linking railways, and lessons learned from this experience; key questions that have to be
answered to serve as basis or inputs for planning the RCO. The issues, questions, and options
were grouped into several areas, among which were: the RCOs mandate and functions,
organization/structure, membership, legal standing, location, staffing, and financing. (A copy of
his presentation is in Appendix 8).
Reactions from Discussants:
10.
Mr. Mukul Mathur, representative from the International Union of Railways (UIC), gave
some suggestions, among which were: (i) on the RCOs mandate, it could identify key rail
projects for strengthening rail connectivity in the region, provide technical standards to address
interoperability issues to be suggested for adoption by member countries, prepare the legal
framework, organize training/capacity building activities, and liase with international agencies;
on the other hand, the RCO should not be involved in project planning, fund allocation, and
arbitration; (ii) on the RCOs organization, it should be financially supported by all the member
countries to function effectively, starting with a bare minimum staff, have legal standing
preferably as a non-profit entity and possibly as an international organization covered by the
immunities/privileges of the United Nations; the RCO should avoid any duplication with ASEAN
and taking on any commercial venture, and should not be involved in recommending any
specific technology vendor/supplier; (iii) on staffing, the RCO should be staffed initially through
secondments with the parent organizations (presumably government and international
organizations) bearing the cost of seconded staff, but recruitment from the market could be
considered for certain specialized expertise unavailable through secondment; (iv) the start up
cost has to come as a grant from financial institutions or as seed money from members;
considering the small number of GMS members, the viability of running the office purely on
membership subscription has to be studied further; (v) on location, the office should be located
in one of the member countries; Bangkok seems to be a logical option in view of central location
and facilities, but much would depend on the kind of support that the (Thai) Government can
provide. He said that UIC can provide assistance in terms of setting standards and addressing
training needs.
11.
Mr. David Kerr, Chief Executive Officer, Toll Royal Railway shared his views on the
proposed RCO and also described some of the key features of the restructured railway in
Cambodia, which his firm, a joint venture between Toll Holdings of Australia and the Royal
Group of Cambodia, is operating under a 30-year concession agreement. He suggested that the
3
RCO should focus on setting standards for railway operations, such as locomotive standards,
wagon standards, drivertraining standards, safety standards, and so on. He said that an efficient
RCO is imperative for the success of the GMS railway strategy. (A copy of his presentation is in
Appendix 9.)
Open Discussion
12.
In response to a question from the Co-Chair, Mr. Mathur reiterated that UIC can help in
the RCOs establishment and operations of the RCO in terms of providing technical expertise in
setting standards and in the training aspects.
13.
Mr. Paul Apthorp, TNT International and GMS-BF Board member, noted that for railways
to be able to compete with other transport modes, they must be able to provide guaranteed and
competitive transit times. Co-Chair agreed, commenting that railways are not about building
tracks but instead about providing a needed service.
18.
Thailand noted that there are several bodies that are working on railway integration in
the region, e.g., the working group on the Singapore-Kunming Railway Link (SKRL) under
ASEAN, but it has been difficult to establish the line connections due to lack of funding. It was
suggested, therefore, that the RCO focus on resource mobilization, for instance by preparing
feasibility studies on the needed connections. Thailand also suggested that at the initial stage,
the RCO can start as a small office that could perhaps be located in the ADB office in Bangkok.
However, given that the initial work will be mostly on setting technical standards, there may be
no need for a single location, as such work can be supported rom various locations. Viet Nam
and Cambodia supported the proposal that at the initial stage, say for the first year, the RCO be
supported by ADB and be located in Bangkok.
14.
Cambodia suggested that Railway Coordination Office be replaced by a more
interesting name. Co-chair requested the countries to give their suggestions.
Summary of the Session
15.
Mr. Broch summed up the results of the session, as follows:

The countries (particularly those that have not yet given any written comments) will give
their further comments on the RCO paper that has been circulated, if possible, within the
first three weeks of October; the report will be revised in early November;
Expressing his own views on the RCOs mandate, he said that the offices ultimate
purpose is to help facilitate cross-border trade, not building railways/missing links per se;
he agreed that if railways are already able to provide guaranteed transit times, then they
would be used;
The key questions that need to be answered are: (i) what is the RCOs role and
mandate; what it should not do? (ii) how do we finance its establishment and operations;
(iii) who should comprise the RCO government? railway authorities? the railway
industry? He expressed the view that industry should be involved in a central way.
Ultimately, these questions should be answered based on what the GMS countries
themselves thing they need and on what is practical.
As regards the offices location, he invited offers from any country who may be
interested in hosting it, say, through provision of office space.
IV.
Session 3. Briefings on Transport and Trade Facilitation (TTF) Initiatives in the

GMS
Session 3-A. Updates on GMS TTF Initiatives

16.
Mr. Alfredo Perdiguero, Principal Economist, Thailand Resident Mission, ADB briefed
the meeting on the status, issues, challenges and possible options regarding the
implementation of transport and trade facilitation (TTF) measures in the GMS. This included
updates on the implementation of the GMS Cross-Border Transport Agreement (CBTA), with
particular focus on the customs transit system, exchange of traffic rights, and the pilot
implementatation along the East-West Economic Corridor (EWEC). (A copy of his presentation
is in Appendix 10.)
Open Discussion
17.
Mr. Apthorp commented that the customs transit system (CTS) does not work anywhere,
and therefore to accelerate the implementation of the CBTA as a whole it might be necessary to
de-link it from the CTS. Mr. Perdiguero noted that the CTS is really the most difficult part of the
CBTA, but he informed the meeting that there is an ongoing assessment of the CTS and that
after said assessment, the results will be presented for consideration by the private sector. He
added that there may be need to hold more technical meetings, as against full-scale ones, to
discuss specific issues on the CBTA (e.g., possible amendments to Protocol 1).
18.
Mr. Pradeep Srivastava, Senior Regional Cooperation Specialist, Regional Cooperation
and Country Coordination Division Southeast Asia Department, ADB, said that if there are
specific issues to be discussed, such small meetings could be held, an example being the
meeting held in June 2011 among Lao PDR, Thailand and Viet Nam on the the extension of the
EWEC. He then asked Mr. Apthorp if he was aware of any case where the CTS is divorced from
transport agreements. Mr. Apthorp replied that the usual case is that licensed brokers that are
already recognized and guaranteed by customs authorities perform the functions that are
intended to be provided by the CTS.
Session 3-B. Briefing on the Establishment of a GMS Freight Transport Association
(FRETA)
19.
Mr Oudet Souvannavong, Secretary-General, GMS Business Forum briefed the
meeting on a specific transport facilitation measure that is currently being pursued and led by
the private sector, namely, the establishment of the GMS Freight Transport Association
(FRETA). He presented the rationale and background of the FRETA, which was initiated at the
Business and Investment Dialogue held at the 3rd GMS Summit in Vientiane in 2008; its
proposed membership, which will include carriers, forwarders, and logistics firms operating in
the GMS; its proposed objectives, terms of reference and activities. Among the the things that
the FRETA wants to achieve is to give the private sector a voice in the design and
implementation of TTF measures, for instance by institutionalizing its participation in the
National Transport Facilitation Committees; to ensure that trans-shipment, if could not be
avoided, takes place in a safe, orderly and well-managed manner; and to help in accelerating
the implementation of the CBTA. (A copy of his presentation is in Appendix 11.)
V.
Wrap Up of First Day Sessions

5
20.
Co-Chair wrapped up the first day sessions, as follows:

The country reports on their respective priority transport projects showed that much
progress is being achieved; it is noteworthy that most of the additional projects being
proposed are in Myanmar.
The discussion on the RCO showed that There is a need for such a coordination body
for railways. There has been a lot of international experience from which efforts to set up
the RCO can benefit, and the useful insights presented by the representatives from UIC
and Toll Royal in this regard are much appreciated. Suggestions from countries on an
appropriate and interesting name for the office would be appreciated; further comments
from the countries on the paper on the issues and proposed plans for the office are
encouraged.
We have gained a better understanding of the issues and problems regarding transport
and trade facilitation efforts in the GMS. Certain difficult issues have also been raised,
such as the possibility of separating the CTS from the CBTA; this will need further
consideration.
We have been made aware of an important and practical measure that is being pursued,
namely, the establishment of the FRETA.
Day 2 Proceedings: 15 September 2011

VI.
Session 4. Briefings on Transport-Related Initiatives in Other GMS Sectors
Session 4-A: Presentations on Road Asset Management in the GMS, with Focus on Axle
Load Control
21.
Mr. Shihiru Date, Senior Transport Specialist, Transport and Communications Division,
Southeast Asia Department, ADB gave an overview presentation on road asset management,
with particular focus on axle load control, including its basic principles and theoretical
underpinnings, practices and trends, and key challenges. (A copy of his presentation is in
Appendix 12).
22.
Mr. Pheng Sovicheano, Deputy Director General, Ministry of Public Works and Transport
of Cambodia, gave apresentation on the experience of the National Comprehensive Axle
Overload Control Program, which is the program that has been addressing the problem of
overloading along Cambodias national and provincial roads since 2007. (A copy of his
presentation is in Appendix 13).
23.
Mr. Chan Darong, Director General, General Directorate for Technical Affairs, Ministry of
Rural Development of Cambodia presented the initiatives and innovations on axle load control
along the rural roads of Cambodia, including the legal, regulatory and institutional framework as
well as the innovative approaches and mechanisms, such as the use of portable weighing
scales, procedures and tools that ensure transparency, and various means to enhance public
awareness of the program. (A copy of his presentation is in Appendix 14).
24.
Mr. Boualith Pathoumthong, Deputy Director General, Department of Transport,

Ministry of Public Works and Transport of Lao PDR presented the experience on axle load
control in his country, including the early programs implemented in the 1990s that had little
success up to the current program being implemented by the Transport Control Division, which
is being supported by the World Bank under the Road Maintenance Project (1 and 2). He
discussed the achievements as well as the remaining problems and challenges of the program.
(A copy of his presentation is in Appendix 15).
6
25.
Ms. Nguyen Nguyet Nga, International Cooperation Department, Ministry of Transport of
Viet Nam presented (on behalf of Mr. Nguyen Duc Thang, Deputy Director General, Directorates
for Roads) the Viet Nam experience in road asset management in general and in axle load
control in particular. This includes the establishment of axle load control stations in 1993, the
suspension of their operations in 2003-2007, and the renewed efforts under the Master Plan of
Road Transport, including the pilot implementation of two axle load control stations, one along
NH1 in Dong Nai province and the other along NH18 in Quang Ninh province. (A copy of her
presentation is in Appendix 16).
Open Discussion
26.
In response to a question from Mr. Apthorp on how the authorities in the countries deal
with corruption in the implementation of rules against overloading, Mr. Sovicheano replied that
in Cambodia they are instituting measures such as installing equipment that record all details of
transactions at axle load stations to ensure transparency, providing incentives to dissuade
officials/staff from committing acts of corruption, and establishing a complaints mechanism. In
addition, it is important to determine the most strategic locations for the weighing stations so
that trucks could not just change their routes to avoid them. In cases where portable weighing
scales are used, it should not be pre-announced where they will be installed.
27.
Viet Nam stated that in the case of their country, the authorities have recognized the
existence of corruption and in fact have suspended the operation of their axle load stations in
2003-2007 because of this. They said corruption works in two ways in bringing harm to society
as a whole, by increasing transport costs due to bribes and by damaging the roads. In their
current piloting of their new axload control system, they are introducing measures to prevent
corruption. Thailand informed that in most of the main roads in their country weight control
stations have been set up and commented that a distinction should be made between what is
acceptable axle load for bridge structures as against road pavements, as the former are more
weight sensitive.
28.The meeting also called attention to the need to address the differences in the axle load
limits across countries (e.g., 9.1 tons in Lao PDR, 11 tons in Thailand and Viet Nam, 10 tons in
Cambodia).
Session 4-B: Presentation on the Initiative to Develop Carbon-Neutral Transport
Corridors (CNTC) in the GMS
29.
Ms. Naeeda Crishna of the GMS Environment Operations Center, gave a presentation
on the Initiative to Develop Carbon-Neutral Transport Corridors in the GMS, a new initiative that
is being developed for initial application along the East-West Economic Corridor (EWEC). The
initiative focuses on possible interventions in transport and in forestry to reduce and control
carbon/greenhouse gas emmissions toward mitigating the harmful impact of the development of
economic corridors on the environment. (A copy of her presentation is in Appendix 17).
Open Discussion
30.
Lao PDR informed that under their Clean Development Mechanism (CDM), incentives
are provided to trucking companies for them to purchase and use new trucks; for instance, they
are given credits for the fuel and carbon emissions that they save. Mr. Apthorp commented that:
shipping freight by air may actually produce more carbon emmissions than shipping them by
trucks; as the EWEC becomes more efficient, it will attract more traffic and therefore more
7
emmissions; and the use of new trucks benefits both the freight transport operators and society
as a whole.
VII.
Session 5: Statements/Updates from Other Development Partners
31.
The Chair acknowledged the important role that development partners play in the GMS
transport sector, as they provide financing assistance to priority subregional transport
infrastructure projects and also increasingly share their experience, knowledge and expertise in
establishing and implementing effective software toward greater efficiency and beneficial impact
of sector initiatives.
32.
Mr. Fedor Kormilitsyn, Economic Affairs Officer, Transport Facilitation and Logistics
Section, Transport Division, UN Economic and Social Commission for Asia and the Pacific
(UNESCAP) presented his organizations initiatives in the transport sector in the region, and
focused particularly on the proposed Regional Strategic Framework for Road Transport (RSF).
The RSF, which was first discussed at the UNESCAP Regional Meeting on Cooperation for
Facilitation of International Road Transport ( Beijing, PRC, 30 May - 1 June 2011) and targeted
for adoption at the UNESCAP Ministerial Conference on Transport (Bangkok, 14-18 November
2011), aims to provide long-term common targets and strategy for member countries and their
development partners toward coordinating and increasing the effectiveness of their transport
facilitation measures as well as help in setting long-term common targets for essential issues,
such as road permits/traffic rights, visas, vehicle insurance, etc. (A copy of his presentation is in
Appendix 18).
33.
Ms. Yoko Hattori, Japan International Cooperation Agency (JICA)- Laos, expressed
appreciation for the progress that has been achieved in the subregion on both hardware and
software aspects of transport development. She stated that the Government of Japan has
always endeavored to provide support for the sector. Among the projects it has assisted are the
Second International Mekong Bridge between Lao PDR and Thailand; and the axle control and
road maintenance program in Lao PDR, including assistance for capacity development up to
2016, for which the Government of Lao PDR has shown strong ownership. She expressed hope
that this assistance will help in accelerating economic development in the subregion.
VIII.
Session 6:
Briefing on the Proposed New Strategic Framework and
Preparation of a Supporting Regional Master Plan
34.
Mr. Pradeep Srivastava, Senior Regional Cooperation Specialist, Regional Cooperation
and Country Coordination Division, Southeast Asia Department, ADB, briefed the Forum on the
new GMS Strategic Framework covering the period 2012-2022 (the new SF), the draft of which
was reviewed by the 17th GMS Ministerial Conference (Phnom Penh, Cambodia, 4-6 August
2011) and the final version being readied for endorsement by the 4th GMS Summit (Nay Pyi
Taw, Myanmar, December 2011). The new SF is geared toward addressing the new and
emerging issues, threats and challenges in the coming decade and to ensure the long-term
sustainablity of the GMS Program through the development and implementation of a second
generation of responsive and innovative interventions. Mr. Srivastava also presented a
proposed results framework for the GMS transport sector for consideration and further
development by the Forum, outlining the subregional bodies and groups involved, the possible
interventions, their expected outputs, outcomes, and overall impact. He also apprised the
meeting on the forthcoming efforts to prepare a regional master plan (RMP) to support the
implementation of the new SF, outlining the various steps toward the completion of the RMP,
8
which is targeted for presentation to the next GMS Ministerial Conference that will likely be held
toward the end of 2012. (A copy of his presentation is in Appendix 19).
IX.
Other Matters
35.
In line with the tradition of rotating the venue of the STF among the GMS members
according to the alphabetical order of country names, the Myanmar delegation was requested to
make appropriate consultations with their authorities for the holding of the Sixteenth Meeting of
the GMS Subregional Transport Forum in Myanmar in 2012, and to advise ADB of the outcome
as soon as possible.
X.
Closing
36.
The Chair and Co-Chair noted that the meeting has been very successful, raising the
Forums general awareness on developments and trends both within the transport sector and in
a wide array of fields that have a bearing on the sector. It also brought to the fore key issues
that need to be addressed to further advance transport cooperation and development in the
GMS. They thanked the participants for their active and fruitful participation in the meeting. The
delegations from the GMS countries and the ADB thanked the host, the Government of Lao
PDR, for the hospitality accorded to the participants as well as the excellent arrangements for
the Fifteenth Meeting of the Subregional Transport Forum. The Chair formally closed the
meeting.

Vientiane, Lao PDR
PROVISIONAL PROGRAM AND AGENDA

Proposed Meeting Theme:
Building and Sustaining 15 Years of Transport Cooperation in the GMS

Objectives:
1. To review and monitor the progress on priority GMS transport projects;
2.
To review the draft report of the Regional TA for Planning the GMS Railway Coordination
Office;
3.
To apprise the Forum on key initiatives in other related sectors and areas of cooperation,
related to the transport sector.
First Day
0830-0900
Registration
0900-0930
Opening Session
Welcome Remarks
H. E. Mr. Sommad Pholsena
Minister
Ministry of Public Works and Transport, Lao PDR
Opening Remarks
Chair, Mr. Math Sounmala
Director General, Department of Planning and Cooperation
Co-Chair, Mr. James Lynch
Director, Transport and Communications Division,
Southeast Asia Department, Asian Development Bank (ADB)
0930-0945
Group Photo Session
0945-1230
Session 1. Status Reports on Priority Transport Projects

[The session provides the venue for monitoring the progress on the
Transport Sector projects in the Vientiane Plan of Action (VPOA) for
GMS Development (2008-2012. It aims to: (i) obtain updates on
actual developments/ status of the various action items/projects
contained in the VPOA pertaining to each country; and (ii) apprise
the STF on any issues, concerns, and needed actions regarding the
projects.]
Presentor: Each Country Delegation
[Twenty-five (25) minutes will be allotted for each country
presentation.]
0945-1045
Presentations by: Cambodia and the Peoples Republic of China
1045-1100
Coffee/tea Break
1100-1230
Presentations by: Lao Peoples Democratic Republic, Myanmar,

Thailand, Viet Nam
1230-1400
Lunch
1400-1615
Session 2. Proposed GMS Railway Coordination Office (RCO)
1400-1415
(2-A): Background on the Issues and Rationale for the

Proposed establishment of the RCO
Presentor: Mr. Peter Broch
Senior Transport Economist
Transport and Communications Division
Southeast Asia Department, ADB
1415-1500
(2-B): Presentation on the Proposed Plans and Key Issues

Regarding the RCO
Presentor: Mr. W. Gregory Wood
Consultant
Regional TA for Planning the RCO
1500-1515
Reactions from Discussants:

1. Mr. Mukul Mathur
International Union of Railways (UIC)
2. Mr. David Kerr
Chief Executive Officer
Toll Royal Railway
1515-1545
Open Discussion
1545-1600
Coffee/tea Break
1600-1615
Summary of Agreements on the Proposed Plans for the RCO

and Next Steps
Mr. Peter Broch
1615-1715
Session 3. Briefings on Transport and Trade Facilitation

2
Initiatives in the GMS

1615-1645
(3-A): Briefing on the Program of Action on Transport and

Trade Facilitation (TTF) in the GMS
Presentors:
Mr. Alfredo Perdiguero
Principal Economist
Thailand Resident Mission
ADB
Mr. Pradeep Srivastava

Senior Regional Cooperation
Specialist
Regional Cooperation and
Country Coordination Division
Southeast Asia Department,
ADB
Open Discussion
1645-1715
(3-B) Briefing on the Establishment of a GMS Freight Transport

Association (FRETA)
Presentor: Mr. Oudet Souvannavong,
Secretary-General, GMS Business Forum
Open Discussion
1715-1745
Wrap Up of First Day Sessions

By Co-Chairs
1900-2100
Dinner (Hosted by ADB)

Venue: Settha Palace Hotel, Vientiane
Second Day
0830-1030
0830-1000
Session 4. Briefings on Transport-Related Initiatives in Other

GMS Sectors
(4-A): Presentations on Road Asset Management in the GMS,
with Focus on Axle Load Control
[The session will brief the meeting on practices/ measures to address
the problem of overloading in GMS countries, including the
experience of Cambodia, Lao, and Viet Nam. It will also look at GMS
requirements for a future unified system of regulations and
practices.]
I.
Background on Trends and Practices
Facilitator: Mr. Shihiru Date

Senior Transport Specialist
3
II.
(i)

Country Experiences in Road Asset Management:
Cambodia
(a) Axle load control in Cambodia: National and Provincial
Roads
Presentor: Mr. Pheng Sovicheano
Deputy Director General
Ministry of Public Works and Transport.
(b) Innovative measures in axle load control for rural roads in
Cambodia
Presentor: H.E. Chan Darong
Director General
Ministry of Rural Development
(ii)
Lao PDR
Presentor:
Mr. Boualith Pathoumthong

Department of Transport
Ministry of Public Works and Transport
(iii) Viet Nam

Presentor: Mr. Nguyen Duc Thang
Deputy Director General,
Directorates for Roads, Viet Nam
Open Discussion
1000-1015
Coffee/tea Break
1015-1045
(4-B): Presentation on the Initiative to Develop Carbon-Neutral

Transport Corridors (CNTC) in the GMS
Presentor: Ms. Naeeda Crishna
GMS Environment Operations Center
Open Discussion
1045-1115
Session 5: Statements/Updates from Other Development

Partners
Moderated by Co-Chairs
1115-1145
Session 6: Briefing on the Proposed New Strategic Framework

and Preparation of a Supporting Regional Master Plan
4
Presentor: Mr. Pradeep Srivastava

Senior regional Cooperation Specialist
Regional Cooperation and Country Coordination Division
1145-1200
Session 7. Other Matters
1200-1215
Wrap Up of the Meeting
1215-1330
Lunch
1400-1800
Site Visit
(TBC)
GREATER MEKONG SUBREGION

15TH MEETING OF THE SUBREGIONAL TRANSPORT FORUM
Vientiane, Lao PDR
LIST OF PARTICIPANTS
CAMBODIA
1.
Mr. Chan Darong (H.E.) (Presentor)

Director General
General Directorate for Technical Affairs
Tel: 855-12-599599
Fax: 855-23-885746
Email: darongchan@gmail.com
2.
Mr. Pheng Sovicheano

Deputy Director General of Public Works
Tel. 855-12-900760
Fax: 855-23-724595
Email: psovicheano@online.com.kh
3.
Mr. Hong Sinara (Head of Delegation)

General Department of Public Works
Tel/Fax: 855-23-723028 / 855-23-427397/597
Email: hongsinara@yahoo.com
4.
Mr. Soeung Sokong

Director of Planning Department
Tel: 855-12972027
Email: sokongs@hotmail.com
5.
Mr. Suon Vanhong

Deputy Director of Land Transport Department
Tel: 855 23-864-098 / 12-844-098
Fax: 855 23 864 098
Email: vanhong6@gmail.com
6.
Mr. Ouk Ourk

Deputy Director, Railway Department
Tel: 855-12-879-926
Fax: 855-23-723028
Email: oukourk@yahoo.com
PEOPLES REPUBLIC OF CHINA

7.
Mr. Li Guoliang
Projector Officer
Ministry of Transport, PRC
2
Tel: 86-10-65292211
Fax: 86-10-65292248
Mobile: 18801154599
Email: david1983623@yahoo.com
8.
Mr. Ge Fengliang
Projector Officer
Ministry of Railways
9.
Mr. Wang Conggui

Associate Counsel
CAAC Soutwest Regional Administration
LAO PDR
10.
Mr. Sommad Pholsena (Head of Delegation)

Minister
Tel: 856-21-412 251
Fax: 856-21-412 859
Email: s_pholsena@hotmail.com
11.
Mr. Math Sounmala (Chair)

Director General
Department of Planning and Cooperation
Fax: 856-21-412265
Email: mathsml@laotel.com
12.
Mr. Viengsavath Siphandone

Director General
Tel: 856-21-412272
Fax: 856-21-415563
Email: vvathppd@laopdr.com / vvathppd@yahoo.com
13.
Mr. Sompong Pholsena

Deputy Director
Railway Authority
14.
Mr. Somsana Rassapong

Director
Railway Management
15.
Mr. Boualith Pathoumthong (Presentor)

Tel. 021-412272
Fax: 021-415563
Email: bpathuom@yahoo.com
16.
Mr. Heuan Chanphana

Assistant Head
GMS National Secretariat
3
Tel: 856 21 243701
Fax: 856 21 243700
Email: chanpanah@gmail.com
17.
Mr. Bounta Onnavong

Acting Director
Division of Transport Techniques & Environment
Tel: 021-412264
Fax: 021-453187
Mob: 020-55466466
E-mail: bounta_v@yahoo.co.jp
18.
Mr. Vilayphanh Sayavong

Deputy Director, Land Division
Department of Transport, MPWT
Tel: 856 21 412287
Fax: 856 21 415563
Email: Vilayphanh_sayavong@yahoo.com
19.
Mr. Yakua Lopangkao

Director General
Department of Civil Aviation, MPWT
20.
Mr. Phanthaphap Phounsavath

Land Division, DOT
21.
Mr. Viengsomath Sounmala

DOT
22.
Ms. Vanhdavone Kittavong

DOT
23.
Ms. Souksavanh Phaipanya

DOT
24.
Ms. Vena Ngonvorarath

GMS Consultant
25.
Phetsamone Viraphanth
26.
Mr. Laokham Sompheth
MYANMAR
27.
Mr. Aung Myint Hlaing (Head of Delegation)

Deputy General Manager (Passenger)
Myanma Railways
Ministry of Rail Transportation
Tel: 95-67-77081 / 95-98-300343
Fax: 95-67-77118
Email: aung537mr@gmail.com
4
28.
Mr. Thant Sin Lwin

Director
Central Equipment Statistics and Inspection Department
Ministry of National Planning and Economic Development
Tel: 95-67-406167 / 95-09-8304272
Fax: 96 67 406077
29.
Mr. Maung Maung Naing

Deputy Director
Directorate of Water Resources and Improvement of River System
Ministry of Transport
Tel: 95-1-292840
Fax: 95-1-290230
Email: theinaung07@gmail.com
THAILAND
30.
Ms. Jatuporn Wongta

Chief of Regional and Neighboring-Countries Cooperation Group
International Cooperation Bureau
Tel: 66-2-2833075
Fax: 66-2-2814829
Email: jwongta@yahoo.com
31.
Mr. Chat Phaikaew

Transport Technical Officer
Ministry of Transport,
Tel. 66 2 280 3468
Fax. 66 2 280 1714
Email: chat.p@mot.go.th and cphaikaew@yahoo.com
32.
Mr. Thanadech Asipong

Department of Highways
33.
Dr. Siriphan Jitprasithsiri
Director of International Highways Development Division
Bureau of International Highway Cooperation
Department of Highways
Tel: 662 644-4441
Fax: 662 354 6901
Email: dr_siriphanj@yahoo.com
Department of Land Transport
34.
Ms. Nonglak Wongsuksiridacha
Director of International Transport Affairs Division
Tel: 66-22718407
Fax: 66-22718409
Email: nwongdlt@gmail.com
5
35.
Ms. Phacharang Praprutitum

Planning Division
Tel/Fax: 662-271-8409
Email: modpat@hotmail.com
State Railway of Thailand

36.
Mr. Suprapas Senivongse na Ayudhaya
Assistant Governor I
State Railway of Thailand
Tel: 662 220 4182
Fax: 662 225 3801
Email: suprapass@gmail.com
Ministry of Foreign Affairs
37.
Ms. Nitivadee Manitkul
Director of Economic Relations and Cooperation
Department of International Economic Affairs
Ministry of Foreign Affairs
Tel: 084-751-5615 / 662 643 5239
Fax: 662-6435040
Email: nitivadeem@hotmail.com
National Economic and Social Development Board
38.
Mrs. Phavina Assawamaneekul
Policy and Plan Analyst
39.
Ms. Chompunuch Ramanvongse

Policy and Plan Analyst
40.
Ms. Pipong Phimphachama
VIET NAM
41.
Mr. Tran Phi Thuong

Vietnam Railway Department, MOT
42.
Mr. Nguyen Ngoc Thuyen (Head of Delegation)

Deputy Director General of ICD
Tel: 84-4-39412700
Fax: 84-4-39421436
Email: thuyen5@gmail.com and nnthuyen@mt.gov.vn
43.
Mr. Nguyen Duc Thang

Directorates for Roads of Vietnam
Tel: 84 4 38571647
Fax: 84 4 38571440
Email: c/o: nnga@drvn.gov.vn
6
44.
Ms. Nguyen Thi Nguyet Nga

Deputy Director
Department of Science & Technology,
Environment and International Cooperation
Directorates for Roads of Vietnam
Fax: 84 4 38 571 440
Tel: 84 4 38 571 647
Email: nnga@drvn.gov.vn and nnga@mot.gov.vn
45.
Mr. Luu Manh Ha

Deputy Head of Transport Division
Viet Nam Railway
Tel: 84 4 39426334
Fax: 84 4 394266620
46.
Mr. Le Duc Trung

Official, Department of International Cooperation
Tel: 84 4 3942 3417
Fax: 84 4 3942 1436
Mob: 84 986 986 818
Email: ldtrung@mt.gov.vn / ductrung1812@gmail.com
AUSAID
47.
Mr. Michael Wilson
Minister-Counsellor for Mekong and Regional
Hanoi
Tel: 84 4 3774 0106
Fax: 84 4 3831 7
Email: Michael.wilson@ausaid.gov.au
48.
Mr. Mark Barrett

Tel: 61 2 6206 4623
Fax: 61-2-6206 4870
Email: mark.barrett@ausaid.gov.au
49.
Mr. Alexander Marks

Tel: 856 (0) 21 353 800 x 144
Fax: 856 (0) 21 353 831
Email: alexander.marks@dfat.gov.au
50.
Mr. Monyrath Nuth
JICA
51.
52.
Yoko Hattori
JICA, Laos
Tel: 856-21-241100, 21-241095-9
Fax: 856-21-241101-2
Email: Hattori.Yoko@jica.go.jp
Noriyuko Mori
Planning Advisor to Cabinet, MPWT (JICA Expert)
Email: Morinoyuki8@gmail.com
7
53.
Masahiko Matsumoto
First Secretary, Embassy of Japan-Laos
UNESCAP
54.
Mr. Fedor Kormilitsyn (Presentor)
Economic Affairs Officer
Transport Facilitation and Logistics Section
Transport Division
Economic and Social Commission for Asia and the Pacific
Bangkok, Thailand
Tel: 66-2-288 2496
Fax: 66-2-288-1020
Email: kormilitsyn@un.org
UIC
55.
Mr. Mukul Mathur

Head - Asia Regional Unit
International Union of Railways
Fax: 91 11 26738542
Email: ms.mathur@gmail.com
GMS-Business Forum
56.
Mr. Oudet Souvannavong (Presentor)
Secretary General
GMS Business Forum
Tel: 856 21 720 437
Fax: 856 21 720 438
Email: oudet.souvannavong@gmail.com
57.
Mr. David Kerr (Presentor)

Chief Executive Officer
Toll Royal Railway
Tel: 855-23-992379
Mobile: 855-77-777843 / 614-01-008556
Email: david.kerr@tollgroup.com
58.
Mr. Paul F. Apthorp

GMS-BF Board Member from TNT Worldwide Express
Email: Paul.Apthorp@tnt.com
59.
Mr. Khamla Sayavong

Head of Secretariat of GMS-Business Forum (GMS-BF)
Tel: 856-21 720438
Fax: 856-21 720437
Email: gmsbfvte@gmail.com
World Bank
60.
Mr. Sombath Southivong
Senior Infrastructure Specialist
The World Bank
Tel: 856 21 45 00 10 ext. 6228
Fax: 856 21 41 42 10
Email: ssouthivong@worldbank.org
8
61.
Naeeda Crishna
Carbon Footprint Specialist
Tel: 66 2 207 4423
Fax: 66 2 207 4400
Email: naeeda@gms-eoc.org
CONSULTANT
62.
Mr. Gregory Wood (Presentor)
Mobile: 01244264481
Email: gwood@wgwood.com
ADB
63.
Mr. James P. Lynch

Director, Transport and Communications Division
Southeast Asia Department
64.
Mr. Peter Broch

Senior Transport Economist
65.
Mr. Shihiru Date

66.
Mr. Antoine Kunth

Infrastructure Specialist
67.
Mr. Alfredo Perdiguero

Principal Economist
68.
Mr. Xiaoxin Chen

Transport Specialist
69.
Ms. Teresa Mella

Operations Officer
70.
Mr. Rodrigo Castelo

Consultant
71.
Pradeep Srivastava
Senior Regional Cooperation Specialist
Regional Cooperation and Country Coordination Division
72.
Phomma Chanthirath
Senior Project Officer (Infrastructure), LRM
73.
Ms. Marilou Hemady-Reyes

Senior Operations Assistant
Welcome Statement
Delivered by H.E. Mr. Sommad PHOLSENA
Minister of Public Works and Transport, Lao PDR
15th GMS Subregional Transport Forum
Lao Plaza Hotel, Vientiane, Lao PDR
------------------------------------------------------------------------------- Mr. James Lynch, Director of Infrastructure and Urban Development Division,
Southeast Asia Department, Asian Development Bank (ADB);
- Honorable Delegates from ADB and Transport Sectors of Greater Mekong
Subregion Countries;
- Representatives from Development Partners and International Agencies;
- Distinguished guests, Ladies and Gentlemen;
- Sabaidee and Good Morning!
It is my great honor and pleasure having an opportunity on behalf of the
Ministry of Public Works and Transport (MPWT) of the Lao PDR, as a host of the
Fifteenth Subregional Transport Forum (15th STF) to extend our warm welcome to all
of you to Vientiane and Lao PDR. As you may be aware Lao PDR is one of the most
active countries participating in the Greater Suregional Mekong (GMS) Economic
Cooperation Program particularly in transport sector. Since participating, we have
progressed quite satisfactorily both in number of transport corridors established
crossing Lao territories as well as the number of projects funded by the Asian
Development Bank (ADB). In this regards, I would like to take this opportunity on
behalf of the Lao people and government express our sincere appreciation to ADB
for significantly contributing to the development of transport infrastructures in our
country. Progress in developing the economic corridors will constitute a key indicator
of the success of the GMS Economic Cooperation Program.
With the Ninth Congress of the Lao Peoples Revolution Party successfully
concluded, the Lao Government is now actively translating the resolutions into
strategies, plans and projects, and sets out very important directives and measures
to guide every economic and social sectors to vigorously focus their attention in a
breakthrough manner how to realize and meet the people desire and needs, in
particular to gradually eradicate poverty, and very specifically to meet MDG. In
response to the Governments directives and measures, MPWT has focused its
development plan accordingly, and the emphasis to the development of the transport
infrastructure still remains since the efficient and reliable transport system helps to
create a favorable condition for sustainable economic growth and poverty reduction,
as well as environment protection and regional integration. In this regard, the
Ministrys main focus is to improve road transport, since this mode is the dominant
mode of all transport and very critical to the national socio-economic development of
the Lao PDR. With the tropical storms recently hit our country and the region that
causes severely damages to the transport infrastructures becomes new challenge
for us in fighting with the natural disasters to achieve sustainable transport
infrastructure development.
Besides the hard infrastructure development, Lao government has been trying
hard to work on legal instruments to fully utilize the transport infrastructures. We
have so far entered into many bilateral and multilateral transport agreements with
most of the countries in the region including the GMS Cross Border Transport
Agreement (CBTA). But in practice only those bilateral ones have been successfully
implemented while the GMS CBTA has achieved very little because after the
showcase launched back in 2009 in Savannakhet transport business return to the
same situation that is transshipment and Single Stop Inspection (SSI) could be
further operated. We must confess that all these difficulties still existed because
there are still lacking of proper transport facilities, soft infrastructures and some
members have not gone through its domestic clearances to facilitate full
implementation of the CBTA. In this regards, I would like encourage the Forum to
discuss on how to develop route approach infrastructures and services to make the
transport corridors more attractive transport covering trade, tourism, historical and
cultural areas in different countries. One of the priority projects to be recommended
is the Laos-Myanmar Mekong Bridge.
I would like to inform the Forum that we have recently completed the National
Transport Logistics Master Plan consisted of three major strategies namely Cargo
Flow Integration; Business Stimulation and Market Expansion. Under this master
plan, there are more than 20 projects still seeking for funding which ADB should
kindly consider.
I learnt that, at this Forum, we will not only be discussing on road transport but
will also discuss and seek possibility for establishing the Railway Coordination Office
to find effective mechanisms on railway cooperation in the region. I hope in the
future all other modes of transport will be included in order to speed transforming
transport corridor into multimodal transport, logistics and finally economic corridors.
Thus, I would like to urge the forum to discuss how to further sustain and strengthen
the development of the economic corridors in the region by charting future action in
infrastructure, logistics, transport facilitation in the economic corridors. May I request
ADB to mobilize sufficient funds to help us in upgrading and completing all corridors
as soon as possible to realize the regional connectivity and achieve economic
integration.
In conclusion, may I wish all the delegates and friends have a pleasant stay in
Vientiane. I wish the Forum a great success.
Thank you for your kind attention.

Opening Remarks
By Mr. Math Sounmala
Director General, Department of Planning and Cooperation
and Chair
Fourteenth Meeting of the GMS Subregional Transport Forum
Vientiane, Lao PDR, 14-15 September 2011
Distinguished Participants, Ladies and Gentlemen:

I am very happy and honored to chair this 15th Meeting of the GMS
Subregional Transport Forum. The Lao Peoples Democratic Republic is
also very pleased to host this years STF meeting. I also hope that you
have a pleasant and enjoyable stay in our capital city, Vientiane.
Our meeting today and tomorrow is certainly a very important one. It
will determine the way forward for transport cooperation in the GMS.
The GMS Transport Forum is a key instrument for regional cooperation
and integration under the GMS Program. Putting aside my modesty, I
would like to say that I have been one of the earliest participants in this
Forum. I took part in its meetings when the first GMS cross-border
transport projects, such as the Phnom Penh-Ho Chi Minh City Highway
Project and the East-West Corridor Project were just being discussed, as
well as the Cross Border Transport Agreement, the first GMS transport
software project.
The success of GMS transport sector cooperation is undisputed. Today,

the main GMS transport corridors are almost complete. We have also
made substantial progress in the software aspects, with the CBTA
already in operation at the borders between Lao PDR and Viet Nam at
Dansavanh-Lao Bao, and with Thailand at Mukdahan-Savannakhet.
Various agreements on exchange of traffic rights under the CBTA
framework among other pairs or groups of GMS countries are also
underway. We are also now looking into extending cooperation in other
modes of transport, particularly railways.
For Laos, developing transport links with our neighboring countries is

crucial. Being a landlocked country, this is the only way that we can
integrate with the regional and global economy. Certainly, the links that
have been built between us and our neighbors, for instance, through the
East-West Corridor, the North-South Corridor, and now also by rail with
Thailand, have certainly boosted the flow of people and trade across our
borders.
Despite the successes, however, transport cooperation in the GMS now

faces a lot of challenges. We have to act fast and decisively to address
them. We have to speed up the completion of the transport corridors, the
development of multi-modal transport, and the implementation of the

CBTA and other transport facilitation measures. We must work harder to
transform the transport corridors into economic corridors. We also have
to address other important transport-related issues, such as road safety,
cross-border spread of communicable diseases, and, of course, climate
change.
Excellencies, Ladies and Gentlemen,

As we now enter this new and challenging decade, let us therefore
further strengthen our commitment not only to sustain transport
development in the GMS, but also to make transport a truly effective
means for reaching the overall goal of an integrated, prosperous, and
harmonious subregion.
Thank you for your kind attention.
GMS Subregional Transport Forum
STF
Building and Sustaining 15 Years of
Transport Cooperation in the GMS
Beginnings of the STF

STF was first sector-specific GMS working body
An outcome of the 1993 transport sector study
Approved at 4th GMS Ministerial Conference in
1994
STFs TOR:
Technical coordination & project planning
Software & cross-border issues
Catalyzing financing and cofinancing
Training & human resource development
Information exchange & dissemination
Transport and Overall GMS Strategy
3 Cs
enhanced connectivity
improved competitiveness
greater sense of community
infrastructure links and software
integrating markets
promoting trade and investment
3
GMS Road Network (1992)
ADB-assisted GMS Projects

(1992- June 2011)
No. of
All GMS Projects
Financing (US $ millions)
Projects
Total Cost
ADB
Government
Cofinancing
55
13,850.6
4,987.7
4,311.5
4,551.5
34
11,788.8
4,418.4
4,127.7
3,242.7
Of Which:
Transport
New Challenges and Demands

Increased global competitiveness
Need for greater multimodal & intermodal
capabilities
Increased energy efficiency
Climate change adaptation and mitigation
Transform transport corridors into
economic corridors
Coordination across multiple sectors &
emphasize software development
8
Leveraging Success New

Generation of Transport Projects
Tremendous experience, goodwill and
progress achieved over the years
Must strive to:
Forge new sector linkages
Widen stakeholder participation with
private sector, local authorities and
communities
Mobilize resources thru innovative channels
New GMS Strategic Framework
9
GMS Railway Coordination Office
Strategic Framework for Connecting

GMS Railways recommended study of
GMS Railway Coordination Office
First step toward long-term objective
of an integrated GMS railway system
10
STF-15
15th Meeting of the GMS Subregional
Transport Forum
Building and Sustaining 15 Years of

Transport Cooperation in the GMS
Vientiane, Lao PDR
11
5/12/14
15Th Meeting of GMS Sub-regional

Transport Forum
Country Report
Cambodia

Vientiane, Lao PDR
The development vision of the Royal

Government of Cambodia is to have reducing
poverty by promoting sustainable economic
growth and better governance. On going
reform program is crucial for achieving
higher economic growth, diversification from
garments to other types of basic manufacturing and development of tourism
potential sector.
15th STF/GMS
5/12/14
Further development of rural infrastructure

will help rural and remote communities,
which include the poor, facilitate market
access and put essential services of the most
needy. Improving the access of the poor to
education and health services, improving the
income earning potential, improving the
quality of lives, those are crucial priorities of
the Government.
15th STF/GMS
GDP - real growth rate (%)
Country
Cambo
dia
1999
2000
2001
5.3
2002
5.2
2003
2004
5.4
2005
13.4
2006
7.2
2007
10.1
15th STF/GMS
2008
2009
-1.5
2010
5/12/14
15th STF/GMS
15th STF/GMS
Shortcut to GMS.lnk
5/12/14
1- GMS: Southern Coastal Corridor Project(2008-2014 ),

Financed by ADB (loan $7 M); Australia (grant $8 M); Government
of Cambodia ($3.7M) total 18.7M.
Contract Signed on 20 May 2011 for Rehabilitation of

15.8 Km of NR33 (Kampong Trach-Prek Chak).
Bids for Upgrading Cross Border Facility at Prek Chak/
Hatien (Cam/VN) was opened on 5 September 2011.
Bid evaluation is on going.
Maintenance of 51 Km of NR33 (Kampot-Kg. Trach) in
Design Stage
15th STF/GMS
Bids are being issued for rehabilitation of 29 km of

NR56A financed by ADB; Bid closing date is 15
September 2011.
Bids are being issued for rehabilitation of 84 Km of
NR56B financed by EDCF; Bid closing date is 30
September 2011.
15th STF/GMS
5/12/14
Japan grant-aid to Cambodia of $131M for the construction

of:
Stage1: construction of 2 bridges of NR1

(completed in 2006).
Stage2: reconstruction of 43km of NR1 from Neak
Loeung to PK13 from Phnom Penh (completed).
Stage3: reconstruction of the 9,1 km section to
Phnom Penh PK 4, Completed.
Stage 4: from PK4 to Monivong Bridge (MOU on
project preparation signed on September 6, 2011).
Neak Loeung cable stayed Bridge is under
construction and expected to be finished in 2015.
15th STF/GMS
4- NR 78: from O Paong Moan to O Yadav ( Cam -
VN) border is 191 km (Loan from Chinese $73.3 M,

Loan from Viet Nam $22.12M):
Section 1 going from O Paong Moan to Ban Lung is
124 km long, 2 lanes with DBST.
Section 2 going from BanLung to O yadav with 70
km long, AC pavement with two lanes.
15th STF/GMS
10
5/12/14
Northern Sub-corridor : Siem Reap-Preah Vihear Stung Treng-Rattanakiri-O Yadav [Cam] Pleiku
Gia Lai further connection to Quy Nhon [VN Sea
Port]/local investment 28 MUSD, Chinese loan 132MUSD.
Section from Seam Reap to Koh Ker private
investment by 105 km (BOT Scheme),
From Srayung Koh Ker- Tbeng Menchey 34km was
completed by using Chinese loan with DBST
pavement.
From Tbeng Meanchey- Chhep Thala barivat to
Stung Treng 143.4 km and the construction of
upper Mekong bridge at Stung Treng, the civil work
will be carried out by Chinese company.
15th STF/GMS
11
Rehabilitation of NR5 betwen Prek Kdam and

Sisophon 337 km 201.
Under survey by JICA team, will be completed in March

2012
Prek kdam Thleamaom 130km

Thleamaom-Battambang 68 km
Battambang-Sisophon 68 km 2012-2017, loan
request from JICA
Project widening 4 lance of NR5 from Phnom Penh
to Prek Kdam 30 km, 2012-2014 ($36M, Chinese
loan).
15th STF/GMS
12
5/12/14
Construction of New Container Terminal of

Phnom Penh Autonomous Port (2010-2012),
by Chinese Loan of $28.22 M
Located along the Mekong River at30km from
Phnom Penh NR1.
The design annual throughput of this port is
120,000TEUs.
15th STF/GMS
13
Total cost $141.6M (Original Project: $73.0M,

Supplementary Financing $68.6M
Financed by: ADB $42.0M, OFID $13.0M, Gov. of
Malaysia $2.8M (Grant) Cambodia Gov. $15.2M
Supplement Financing: ADB $42.0 Gov. Australia
$21.5M (Grant), Gov. Cambodia $5.1M
15th STF/GMS
14
5/12/14
A-Status of Implementation of
Railway
Southern Line 266 km to Sea Port Terminal , will

be completed at the end of July 2012.
Section from PPenh to Toukmeas about 120km was
completed and operating by Toll Royal Railway.
The construction for Section from Toukmeas-Sihanoukville
143Km is on going and will be completed by 2012.
Northern Line 385 km(Phnom Penh-Poipet) will be

completed by 2013.
Section Poipet Sisophon of 48km is expected to be
completed in 2012: some works has been done such as:
Mine clearing
Leveling
Embankment
Culvert installation
15th STF/GMS
15
Section Sisophon-Phnom Penh (338Km):
Detail measurement survey on resettlement is completed

and the civil work is in progress.
Site inspection of structure (bridges and culverts),

track, embankment and ballast on both railway
lines is done.
Railway connecting point between:
Cambodia/ Thailand: The MPWT of Cambodia and State

Railway of Thailand continue to discuss for the
reconstruction of the railway bridge at the border.
Cambodia/ Viet Nam: MPWT and MOT has signed the
agreement of Railway connecting point at Trapeang Sre
(Cambodia)/ Hoa Lue (Viet Nam).
15th STF/GMS
16
5/12/14
Current Status of Railway Restructuring and

Concession Agreement :
} The TOR of the TA 4645-CAM was to advise and
assist the RCG on all aspects of restructuring the
railway and the successful creation and launch of
the railway operator, including advice on structural
reform. The TA started in January 2006 up to now,
and was extended until January 31, 2011.
15th STF/GMS
17
In June 2006 the TA Consultant recommended to the RGC the urgent

need for the RRC reform and advised the strategy for successful reform.
On July 17, 2006 the RGC issued the Policy letter No 1997 MPWT on
Restructuring of the Railway in Cambodia. And on 12 September, 2007
the RGC issued Sub-Decree No 124 on Concession of the Royal Railway of
Cambodia. The Policy and Sub-decree were the key legal frameworks for
processing the privatization of the Royal Railway of Cambodia.
On December 13, 2006 the RGC issued Sub-Decree No 119 on
establishment the Concession management Unit (CMU). (Later on it was
changed to Concession management committee (CMC) under Sub-Decree
No 124 dated September 12, 2007.) This committee had responsibilities
for the procurement process, contract negotiation with successful bidder
and managing the concession agreement.
Following an international competitive bidding process, Toll Holding Ltd.
(Australia) was selected as the preferred bidder in November 2007.
Negotiations of Concession Agreement with the Toll Holdings Ltd.
Commences in January 2008 and were partially completed on October 15,
2008 with the signing of the main text of the concession agreement.
Negotiations on many technical issues continued from then until final
signing in June 2009.
15th STF/GMS
18
5/12/14
On June 12, 2009 a Concession Agreement between the

RGC (represented by the Ministers of Economy and Finance
and Public Work and Transport) and Toll Cambodia Co. Ltd
was signed.
The term of this agreement is for a period of 30 years. The

RGC concedes to a private rail operator (Concessionaire)
exclusive rights to operate and maintain existing and
moveable assets (conceded asset).
Finally, the signed Railway Concession Agreement, on June

12, 2009 was declared to be effective as of October 22,
2009.
Under Sub-Decree No 163 ANK/BK dated October 01, 2009

the Railway Government of Cambodia decided to establish
a Railway Department within the Ministry of Public Works
and Transport. Among key responsibilities, this Department
will take over the function of the CMC and responsibility for
the assets and staff of RRC.
15th STF/GMS
19
On February 01, 2011, the Ministry of Public

Works and Transport signed the contract of
consultants services with CANARAIL
Consultants Inc. to develop and strengthen
the capacity of Railway Department. Now, the
consultants services are in progress.
15th STF/GMS
20
10
5/12/14
Programme objectives:
1.
2.
3.
4.
5.
Assist in the transformation of the CMC from an adhoc committee to a component unit of the Railway
Department.
Assist in developing the capacity of the Railway
Department to carry out its functions, in particular
developing the Departments capacity to manage to
the rehabilitation of the railway and to carry out the
monitoring functions defined in the CA.
Provide on-going assistance to the Department in
building its relationship with Toll.
Develop the scope and content of required training
programs, deliver training to staff and assist the
evaluation of the effectiveness of training.
Assist in arranging study tours for selected staff at
foreign railway institutions and entities.
15th STF/GMS
6.
7.
8.
9.
21
Prepare manuals for the departments operations,

including safety monitoring, infrastructure and
rolling stock inspection, international relations (for
the rail links with Thailand and, in the longer term,
Vietnam) and non-concession asset management.
Assist in the development of the framework for the
development and regulation of the rail network in
Cambodia and in developing relationships with other
countries in the Greater Mekong Sub-region (GMS)
related to the rail sector.
Assist the Department in the assessment of
proposals for the development of other railway lines
and, if necessary, in the drafting and negotiation of
agreements.
Undertake long term benefit monitoring, in
collaboration with the Benefits and Outcomes
Monitoring Consultant provided through a separate
technical assistance.
15th STF/GMS
22
11
5/12/14
Cambodian Railway Plan

Private ) Chinese_
48Km Sisophon-Poipet
105km Serei Saophoan

SiemReap
Propose new link
48 Km Missing
Link
Understudy
273km Snoul-Strung Treng

to Laos Border. Propose new
link
239km Siem Reap-SKun
Propose new link
338Km Phnom PenhSisophon
264km Phnom PenhSihanouk Ville
255km Bat Doeng-Loch Nich

(Vietnam Border). Propose
new link
I-Viet Nam
Agreed to increase quotas of commercial vehicles (Buses

and Trucks) from 150 to 300 vehicles in 2010.
Had agreed 7 International Border Gates in total, which 5
were opened for cross border transport operation
including:
1- Bavet - Moc Bai:
30 September 2006.
2Tpapeang Plong Xa Mat : 30 September 2009 .
3- Phnom Den- Tinh Bien :
05 October 2009.
4- Prek Chak- Xa Xia :
07 October 2009.
5- Trapeang Sre- Hoa Lue:
29 July 2011
The remaining Border Gate: Oyadav (Cam)- Le Thanh (VN)
along the Northern sub-corridor, both parties will be
organize the opening ceremony in 2012.
15th STF/GMS
24
12
5/12/14
II. Lao PDR
Cambodia and Laos have Agreed to operate in total 40

quotas of trucks (exchange documents).
Each country also agreed to have 5 routes for bus operation
and each route consist of 5 buses.
Those routes are:
Phnom Penh Pakse - Phnom Penh

Phnom Penh - Vientiane - Phnom Penh
Siem Reap Pakse Siem Reap
Siem Reap Vientiane Siem Reap
Stung Treng - Pakse Stung Treng
Cambodia and Laos hold the opening ceremony for

implementation of cross-border transport agreement at
Trapeang Kriel / Nong Nokhien border gate on 9 April 2009.
Both parties also agreed to have new route connecting from
Pakse - What Phu [Laos] / Preah Vihear Siem Reap
[Cambodia] via new border gate for tourism promotion.
15th STF/GMS
25
III. Thailand :
Cambodia and Thailand signed the MOU of
Poipet/Arranyaprathet on Road Transport
Operation, which allowed for 40 quotas of
each country.
Thank you for your kind attention
15th STF/GMS
26
13
Greater Mekong Subregion Economic Cooperation Program

14th Meeting of the GMS Subregional Transport Forum
Country Report
on Priority Transport Projects
The Peoples Republic of China
Vientiane, Lao PDR

Projects included in the Vientiane Plan of Action
Roads
Railways
Airports
Channel Improvement
. Roads
1North-South Economic Corridor

International Mekong River Bridge
u
u
u
u
u
u
The Project ongoing

MOU among PRC, Lao PDR and Thailand
A 50-50 cost sharing between PRC and Thailand
Detailed design Completed in June 2008
A grant from Thailand of about $1.2M
Commenced in February 2010 & expected to be
completed by 2012
2. Western Yunnan Roads Development

Project II (Longling-Ruili)
Longling
Ruili
lEstimated cost: 1678.9 million USD

lIncluded in the ADB RCOBP for GMS
(for a loan of $ 250 M under the 2010
pipeline) and COBP for PRC
lNegotiating meeting on ADB loan ended
&Agreement on loan signed in June, 2011
lThe construction will commence by the
end of 2011.
3Dali-Lijiang Road Upgrading
Lijiang
lTotal Length: 259.18 KM

lEstimated cost: 2937 million
USD
lFinanced by PRC government
lCommenced in December 2009
l4 years period
l15% investment finished by Oct
2010
Dali
4Baise-Debao-Longbang Expressway
n Estimated cost: 1,554 million USD

n Financed by PRC government
n Implemented by two sections: Baise-DebaoJingxi section started on September 25,
2009; Jingxi to Longbang started in
December 2010
5Hechi-Baise Expressway
Hechi
Baise
Estimated cost: 1,841 million USD
Total length: 180 KM
Financed by PRC government
To be started in 2011
6FangchengDongxing (54km)
Estimated cost: 370 million USD

To be financed by PRC government
Commenced in April 2010
To be completed by 2013
. Railways
1.Dali-Ruili Railway Line (PRC)
lImplemented by 2 sections
lThe 133.6-KM section from Dali to Baoshan was
started in 2008 and is to be completed in 2013
with 45.4% of the total investment finished by
the end of June, 2011.
lTo be financed by the PRC Government
l939 million USD(for The 133.6-KM section from
Dali to Baoshan)
lThe section from Baoshan to Ruili is under
preliminary design.
2. Mengzhi-Hekou Railway Line (PRC)
Estimated Cost:1,300 Million USD

and to be financed by PRC Government
Started at the end of 2009,
with a total length of 141.4 KM and
To be completed in 2013;
32.3% of the total investment
finished by the end of June, 2011
3.Nanning-Kunming Railway
Capacity Expansion (PRC)
lEstimated cost:12,900 million USD

lTo be financed partly by ADB loan and the
rest by PRC Government
lFeasibility study report has been
submitted to the National Development
and Reform Committee.
. Airports
1.Nanning International Airport Improvement
pEstimated cost: 937

pTo be financed by the PRC government
pFeasibility study report has been
submitted to the National Development
and Reform Committee.
pPlanned to be Started in 2011 and
completed in 2013
2. Guilin International Airport Improvement
l Estimated cost: 469 million

USD
l To be Financed by the
PRCgovernment
l Upgrading project for A380
type airplane started in
September, 2008
l Upgrading project for the new
main building to be started in
2013 and completed in 2015
l Preliminary feasibility study
has been completed and is
being examined for approval.
. Channel Improvement
Improvement and Maintenance of Navigation Channels

along the Lancang-Mekong River
Yunnan
Myanmar
Laos
Vietnam
Thailand
Cambodia
pThe Quadripartite Agreement on Commercial

Navigation on the Lancang-Mekong River signed
by PRC, Lao PDR, Myanmar and Thailand in
April 2000
p10th Meeting of the Joint Committee on
Coordination of Commercial Navigation
(JCCCN) held last week in Yunnan, China
10
The Upper MeKong River Navigation

Channel Improvement Project conducted
from 2002 to 2004 with a grant of $5M by
PRC government
At the 12th Ministers Meeting of GMS Region, Asian Development Bank (ADB )
agreed to include Chinese governments proposal for navigational cooperation
into its transport cooperation and work out a strategic planning for water transport.
ADB is expected to expedite this process.
Financial assistance from ADB under GMS framework needed

for further improvement and maintenance of the navigation channel
11
Thank you.
12
5/12/14
Projects Included in the Vientiane Plan of Action for

GMS Development, 2008-2012
2. TRN . 024
Bridge over Mekong betweenXiengkok and Kyainglap
including Access Road from Tarlay to Kyainglap
(Lao PDR and Myanmar)
* Construction of suspension bridge has been
proposed
* The access road from Tarlay- Kyainglap
(Myanmar side) is under Construction

*
Lao PDR & Myanmar are seeking financial

assistance for Construction of the bridge.
5/12/14
3. TRN . 038
Dawei Deep Sea Port and Road Link to Thailand.
SITTWE
KYAUKPYU
THANDWE
YANGON
PATHEIN
MAWLAMYINE
DAWEI
MYEIK
Thai company has signed contract with

Myanmar Port Authority to develop the
Dawei Deep Sea Port Project. The Project
Development Agreement (PDA) has been
approved in November 2010.
- After project Development Agreement, Soil
boring work for soil Investigation in both
sea and land.
- Hydrographic Survey & Land Survey
works are still undertaking now.
- Consultants companies for port, road link
and industrial estate need to study in
project area in detail.
- May be end of this year, the design stage
will be completed.
KAWTHOUNG
This project includes the following works

(1) Development of a new deep sea port
(2) Ship building and maintenance service facility
(3) Industrial estate
(4) Petrochemical complex
(5) Oil refinery
(6) Steel mill
(7) Hydropower project
(8) Road and railway link between Dawei and Bangkok
(9) Oil pipe line and etc
5/12/14
v The Project will be implemented under three phases

within ten years.
v Dawei Deep Seaport, Industrial Estate and Road & Rail
Link to Thailand Construction Project is the first-ever
Special Economic Zone in Myanmar.
v The 170 km each long motor

road and railroad that will link
Dawei Deep Seaport to
Myanmar-Thai border will be
built phase by phase. The road
will reach GMS Southern
Corridor that leads to Vung Tau
and Quy Nhon of the Socialist
Republic of Vietnam through
Sisophon of Cambodia via
Bangkok of Thailand.
v The 220 meter-wide road
includes an eight-lane highway
together with railroad,
pedestrian lane, Local road,
Union road and Traffic islands.
Oil and Natural Gas pipelines
will be laid in parallel wit motor
road and railroad.
5/12/14
4. TRN. 040
Improvement and Maintenance of Navigation Channels along the
Lancang Mekong River (PRC, Lao PDR, Myanmar, and Thailand)
The improvement of Khon Phi

Laung Shoal was included in the
navigation channel improvement
project on the Upper Mekong
River which was approved by
the four countries and could be
conducted as soon as the
boundary demarcation between
Laos and Thailand is completed.
R3 Tachileik-Kyaington-Mongla Road (256 km) (Myanmar)

(Along North-South Corridor)
Completed
Lashio-Muse (176 km) (Myanmar)

(Along Northern Corridor)
Completed
5/12/14
1. TRN . 021
East West Economic Corridor
Thinganyinaung - Kawkareik
(Myanmar)
Myawady Thingannyinaung Upgraded Portion
Maesot
Myawady
Thingannyinaung
Kawkareik
Upgrading of the first (18 km) section of Maesot / Myawady to

Thingannyinaung, with grant aid of Thai Government, was completed in June,
2006.
5/12/14
AH1 at Myawady
11
34
35
5/12/14
13
Thingannyinaung Kawkareik New Alignment

Myawady
Thingannyinaung
Sele
cted
Kawkareik
This project involves construction on the new alignment between Thingannyinaung

and Kawkareik.Detailed design was completed in 2008 with Thailands grant of
about Baht 15 m.
5/12/14
(b). China-Myanmar Rail link

(Rueli-Muse-Lashio-Mandalay-Kyaukphyu)
Indicative Time Line
- Within 5 Years
Estimated Cost
- 20 Billion USD
Sources and Status of Financing
- BOT
Progress of Implementation
- After signing MoU between Ministry of
Rail Transportation of Myanmar and China
Railway Engineering Corporation (CREC), a
feasibility study for construction of new
standard-gauge railway line from Rueli to
Kyaukphyu (a deep sea port in the Bay of
Bangal) was being conducted. Further
negotiation between two sides will be
proceeded for BOT concession agreement.
14-15 September 2011 Vientiane, Lao PDR
Mae Sai
Chiang Rai
GMS Road Projects

in Thailand
Chiang Khong
Pha Yao
Lampang
Sukhothai
Mae Sot
Tak
Uttaradit
Phitsanulok
Kalasin
Khon Kaen
Mukdaharn
Chachaengsao
Sa Kaeo
Bangkok
Laem Chabang
Rayong
Chanthaburi
Trat
Aranyaprathet
North-South
R3: Chiang Rai - Kunming

Road Improvement via
Myanmar and Lao PDR
East-West
R2: Myanmar - Thailand - Lao

PDR - Viet Nam (East - West
Corridor) Project
Southern
R1: Bangkok - Phnom Penh Ho Chi Minh City - Vung Tau

Road Improvement Project
R10: Southern Coastal
Corridor Project
North South Economic Corridor

(R3)
Mae Sai
Chiang Khong
Chiang Rai
Pha Yao
in Thailand
Lampang
Uttaradit
Thailand Lao PDR PRC (R3E)
Phitsanulok
Road
Bangkok Chiang Rai (830 km) 4-lane or more
Chiang Rai Chiang Khong
2-lane highway, Plan to
(110 km)
widen to 4-lane
in next 5 years
Bridge
Bangkok
Mekong Bridge
- TA (by ADB) completed
at Chiang Khong - Thailand & PRC share the

construction cost
- Detailed design (DD) completed
in June 2008 with a grant from
Thailand.
- Construction period 2010 2012
Thailand Myanmar PRC (R3W)

Road
Bangkok Mae Sai (890km)
4-lane or more
New Mae Sai Bypass (8km)
Completed (April 2007)
Bridge
Second International Bridge
Completed (January 2006)
across Sai River
Kunming
Road R3E
Yuxi
Southern
China Yuanjiang
R3
Chiang Rai - Kunming Road Project
via Lao PDR and Myanmar
Thailand
Chiang Rai Chiang Khong
(110 km)
R3
2-lane highway, Plan to

widen to 4-lane
in next 5 years
Lao PDR
Puer
Simao
Jinghong
R3W
Keng Tong
Mohan
R3W
Myanmar
Tachilek
Mae Sai
PRC
Mohan-Jinghong (240 km)
2-lane or more
Thailand
Chiang Rai Mae Sai (60 km)
Mae Sai Bypass (8 km)
4-lane highway
Louang Namtha
Muang Xai
R3E
Houayxay
Chiang Rai
Lao PDR
Louang Prabang
Huai Kon
Thailand
2-lane highway
Road R3W
R3E
Dalua
Houayxay-Boten (228 km)
Myanmar
Tachileik-Kyaington
-Mongla (256 km)
2-lane highway
PRC
Daluo Jinghong (130 km)
2-lane highway
JinghongKunming (620 km) Expressway 4-6 lanes
The East-West Economic Corridor Project

[Viet Nam - Lao PDR - Thailand Myanmar]
HAI VAN PASS TUNNEL

Haivan Pass Tunnel
Nakhon Phnom-Khammouane Bridge
Myanmar
Sukothai
Pa-an
Tak
A. Lomsak
Mawalamyine
Mywaddy
Mae Sot
Phitsanulok
A. Chumpae
Kalasin
Dansavan/
Lao Boa
Seno
Khon Kaen
Yangon
Mukdaharn/
Dong Ha
Maung Pin
Danang
Savannaket
Lao PDR
Thailand
Vietnam
Mottama Bridge
2nd Friendship Bridge
Cambodia
Danang Port
Thanlwin Bridge
Existing 2-lane Highways
Upgraded 2-lane Highways
Upgraded 4-lane Highways (335 km.)
Under upgrading to 4-lane Highways (167.376

7 km.)
Mae Sot/Myawaddy -Thingannyinaung (Dawna Range) 17.35 km.

Completed in June 2006
Foot of Dawna range

Thingannyinaung
Myawaddy
THAILAND
Mae sot
Myawaddy/Mae Sot
Existing road
Kawkareik
New Alignment
Thingannyinaung Kawkareik 28 km.

- D/D completed in October 2008
- Construction budget approved, Exchange of Note under preparation
between Thailand and Myanmar
Southern Economic Corridor

R1 : Bangkok - Phnom Penh - Ho Chi Min City - Vung Tau
Bangkok
Aranyaprathet
Siem Reap
Phnom Penh
Ho Chi Min City
Total Length 1,000 Km.
Thailand = 300 Km.
Cambodia = 570 Km.
Viet Nam = 140 Km.
Vung Tau
Thailand Section: Bangkok - Aranyaprathet

Nakhon Nayok
33
305
Kabin Buri
Prachin Buri
Rangsit
Sa Keaw
304
304
Bangkok
Phanom Sarakham
33
359
Aranyaprathet
Remark:
4 - lane Highways
2 - lane Highways
Upgraded 4 - lane Highways
Upgrading to 4 lane Highways
R10: Bangkok Trat Koh Kong Sre Amble Ca Mau
Thailand
Bangkok Trat (290 km) - 4-lane highways
Trat Hat Lek (89 km)
- Next 5-year widening plan

- 4-lane highways (18.1 km.)
- Under widening to 4 lanes
Bangkok
(14.625km.)
Laem Chabang
Rayong
Chanthaburi
Cambodia
Trat
Koh Kong Sre Amble (151 km)
- Thailands assistance
+ 4 major bridges
Hat Lek
(Construction of the road and the bridges completed

and officially opened on 14 May 2008)
4 lanes or more
Under widening to 4 - lane
Plan to widen to 4 lanes
2 lanes
Nakhon Sawan
Northern Linkage
Eastern Linkage
Uthai Thani
Bangkok
Chai Nat
Chon Buri
Sing Buri
ESB
Ang Thong
Pattaya
Bang Pa-In
Rayong
Chanta Buri
Trat
Bangkok
Southern Linkage
Ban
Pong
Samut
Songkhram
Pak
Tho
Phetcha
buri
Bangkok
Samut
Sakhon
Chon
Buri
Road Development in Thailand

Supporting to GMS Program
Remark:
4 - lane Highways
Upgraded 8 - lane Highways
Cha-am
Rail Transport
Route Alternatives for SKRL Project
1.
Singapore Malaysia Bangkok

Aranyaprathet Cambodia Vietnam
China
2.
Singapore Malaysia Bangkok Three

Pagodas Pass Myanmar China
3.
Singapore Malaysia Bangkok Nong Khai

Lao PDR Vietnam China
4.
Singapore Malaysia Bangkok Nong Khai

Lao PDR China
5.
Singapore Malaysia Bangkok Ubon

Ratchathani Lao PDR Vietnam China
6.
Singapore Malaysia Bangkok Bua Yai

Mukdaharn Lao PDR Vietnam - China
7.
Singapore Malaysia Bangkok Chiang Rai

Chiang Khong/Houy Sai Lao PDR China
4
3
6
2
1
3. Singapore Malaysia Bangkok Nong Khai Lao PDR Vietnam China

Thailand Lao PDR Railway link ::
Thanaleng
Nongkhai
1. Thanaleng Nongkhai 3.5 km.

( Funded by Thai Government : 30%
grant and 70% soft loan) is completed
and the opening ceremony was held on
5 March 2009.
2. Thanaleng-Vientiane Railway
Extension : the detailed design work was
completed in May 2010 (9 million baht
granted by Government of Thailand).
The estimated investment costs is 1,650
million baht approximately and now
under consideration for assistance
contract between NEDA of Thailand and
LRA of Lao PDR.
Chiang Saen Port
Water Transport
SOUTH ASIA
Dawei
MIDDLE EAST,
EUROPE,
JAPAN,
CHINA
PACIFIC,
USA,
On-going Improvement/Development Project

4
Chiang Sean I Port

Completed construction in 2003 by
Marine Department
Accommodate 8 vessels of 25-meter long
simultaneously
Managed by the Port Authority of Thailand
Location of Chiang Sean II Port

Myanmar
Golden Triangle
Lao PDR
Chiang Sean Port
Chiang Khong
R3A
Chiang Saen II Port
Mekong River
)
ain
d Pl
p (N
o
m
o
l
a
F
R
i th
hw
t
r
i
B
Flood way
r
Rive
k
o
K
ll
y Wa
Qua
Port Office
Birt
hw
amp
th R
(S)
10
Laem Chabang Port

Operation Programme for Phase 2 Development (Phase II)
Stage
Terminal
Function
Berth
Length (m)
Operation
Year
C3
Container Terminal
500
2004
C0
Passenger
Terminal
400
2006
C1+C2
Container Terminal
700+500
2007
D1+D2+D3
Container Terminal
700+ 500+
500
October 2011
The Development of Dawei Deep Seaport

MOU between Thailand and Myanmar on the
Development of Dawei Deep Seaport and Road link to
Bangkok (signed on 19 May 2008 at Singapore).
Thai company and Myanmar Port Authority signed
contract to develop the Dawei Deep Sea Port Project,
PDA has been approved.
11
Improvement and Maintenance of Navigation Channel

along the Lancang-Mekong River
PRC
Myanmar
Vietnam
Jinghong
ChaingTung
MaeSai
ChiangRai
Commercial Navigation
Agreement signed on 20 April
2000 in Myanmar
Official inauguration on 6 June

2001 in PRC
The 9th JCCCN meeting during

10-11 August 2010 discussed
possible alternatives to
conduct survey on the need for
improvement and maintenance
of Lancang-Mekong River and
all parties will report the
outcomes of the domestic
consultation on the proposed
alternatives at the next JCCCN
meeting.
The Emergency Plan to Handle
and Coordinate the
Navigation-related Unexpected
Accidents on the LancangMekong River among China,
Laos, Myanmar and Thailand
has been signed during the
Sixteenth ASEAN Transport
Ministers Meeting on
November 2010 in Brunei.
LaoPDR
ChiangSaen
ChiangKhong
Thailand
ChiangMai
HuayKhon
(Nan)
LuangPhabang
12
Promoting the GMS CBTA

Completed:
2 Workshops for driving instructors on training for driving
on different sides of the road.
2 Seminars to distribute GMS CBTA details to relevant
officials and Transport Operators .
Ongoing:
1 Training local authorities that have duties relevant to
cross-border activities at border province.
1 Seminar to promote the knowledge of GMS (Venue
TBC)
13
5/12/14
Vietnam Country report

STF 15, Vientiane, Laos
Presenter: Mr. Nguyen Ngoc Thuyen

Department of International Cooperation
14 September 2011
GMS Ha Noi Lang Son Expressway project
130 km/4-6 lanes expressway

2011-2013
$ 1.300 M
To be co- financed by ADB
(900 M), EDCF (140 M) and
the Government of Viet Nam
(260 M);
The F/S of Ha Noi-Lang Son
Expressway Project is being
prepared by Consultants. Bid
for detailed design is under
preparation.
14 September 2011
5/12/14
GMS: Ha Long-Mong Cai Expressway

144 km/4 lanes expressway
$ 1.100M
ADB consultants
recommended to delay the
investment after 2015 when
Hanoi Haiphong Expressway
completed.
ADB consultants
completed final report on
PPTA
14 September 2011
Second GMS Northern Transport Network Improvement Phase I :

Luangprabang -Thanh Hoa.
2010-2016
$ 97,4 M
To be financed by ADB
$ 75M, and Vietnamese
government $22.4 M.
Loan Agreement is
signed by 1st Quarter
2011; civil works will
be commenced by 4th
Quarter of 2011.
14 September 2011
5/12/14
Ben luc Long Thanh Expressway
57,8 km/ 4 lanes expressway

2010-2014
$ 1,608.0 M
Co-financing by ADB, JICA and
the Government of Viet Nam.
Amount to be financed by ADB
of $636M, JICA 635 M and the
Government of Viet Nam 337 M.
Project investment has been
approved in October 2010.
Detail Design Contract was
signed in November 2010;
Now project in land acquisition
progress.
14 September 2011
Ho Chi Minh Long Thanh Dau Giay

Expressway
55km/4 lanes expressway.

2009 -2014
$992.17 M
Co-financing by JICA $
516.5M, ADB $410.2M and
counterpart funding from
the Government of Viet
Nam $5.7M
The construction work
commenced in October
2009 and will be completed
by the end of 2014.
14 September 2011
5/12/14
GMS Southern Coastal Corridor Project (1st component )

2009-2014
$ 400M
Financed by ADB (loan
$75 M); EDCF (Korea)
$220 M; Australia ($ 25
M); and the Government
of Viet Nam ($80 M).
For ADB & Australia
funded components, civil
works commenced by
January 2011;
For 2 EDCF funded
components (Korea) civil
works will commence by
2st Quarter 2011;
14 September 2011
Central Mekong Delta Transport Connectivity Phase I

2011-2015
$ 751 M: $130M
financed by the
Australian Gov; $220M
to be financed by ADB; $
200 M to be financed by
the Korean Gov; The rest
$ 201 M will be financed
by Vietnamese GoV.
As planned detailed
design contract will be
signed by June 2011
Construction work will
be started by 2nd Quarter
of 2012 and will be
completed by 2015.
14 September 2011
5/12/14
Bien Hoa Vung Tau expressway

Bien Hoa Vung Tau
expressway and widening
NH51: length 69km, 6 lanes;
commenced at the end of
2009 and will be completed
in 2013
Total investment: $ 679.0 M
The project is under BOT
scheme
1st phase of the Projects
has been carrying by a
domestic corporations
including Idico + BIDV+Song
Da.
14 September 2011
Da Nang Quang Ngai Expressway (cha)
130 Km 4 lanes expressway

2011- 2014
$ 1.472M
Co-financing from WB
632M, JICA 678M and the
Government of Viet Nam
162M.
F/S has been approved in
Sep. 2010;
Project in land acquisition
progress
14 September 2011
5/12/14
Country report of Viet Nam

15th Meeting of the GMS
Sub-regional Transport Forum
Presenter: Mr. Nguyen Ngoc Thuyen
Department of International Cooperation
1
14 September 2011
Background information on
Existing railway
Railway operates over 2,600
route-km, comprising seven main
lines and several branch lines.
Network is all of single track with
1,000mm gauge (85.5%), 1,435
mm gauge and dual-gauge
sections.
VR has two divisions: Transport
and Infrastructure
VR is an independent SOE under
the government
14 September 2011
5/12/14
Issues
Lack of market orientation
Low utilazation of assets
Huge backlog of
infrastructure maintenance
Lack of modern business
tools
Inadequate financial/
performance agreement
between railway and the
government
14 September 2011
Master plan up to 2020

1. Development of railway transport:
Until 2020: Railway transportation should account for 13% in terms of the
demand on passenger transport and 14% in terms of the demand on goods
transport.
2. Infrastructure development
Until 2020: Completing the improvement and upgrading the existing railway
network to gain the standardized national railway Grade 1; completing the
linkage of railways with international ports such as Cai Lan, Lach Huyen,
Van Phong, Cai Mep - Thi Vai, and with industrial zones, mines and tourism
areas; striving for the completion of Lao Cai - Hanoi - Hai Phong railway
route and Hanoi - Dong Dang railway route; connecting with Singapore
Kunming Rail Link.
For new construction, railways with the standardized gauge 1,435mm should
be prioritized The Hanoi - Lao Cai route, Hanoi - Hai Phong route and Hanoi
- Dong Dang route are to be constructed with the standardized gauge 1.435
mm.
14 September 2011
5/12/14
Ha Noi Lao Cai Railway Upgrading
Total length: 296 km, Rehabilitation

and upgrading of the section as
follows:
Replacement of super structure,
rehabilitation of weak bridges,
realignment of some sections, set up
some new stations...
Financing: Co-financing $ 60M from
ADB, $ 80M from the Government
of France and $ 20M from
Vietnamese Government with the
total cost of USD 160 mil. Bidding
for construction work is under
preparation.
Implementation period: 2010-2013.
14 September 2011
Yen Vien Cai Lan Railway Project

130 km long, dual-gauge
track (1000 & 1435mm) is
under construction, with
the total cost of USD 400
mil. (Vietnamese
Government funding) and
is expected to be complete
in 2015
14 September 2011
5/12/14
Di An Loc Ninh Project

Length: 129 km including 12 stations,
from Hoa Lu to Di An, its F/S has
been completed. Double track,
standard gauge, electrification.
- Railway connecting point with
Cambodia at Hoa Lu Border Gate.
- First Phase: construction of single
track with 1.000mm gauge
(embankment standard gauge) to
connect with North South Railway
line.
- Estimated cost: USD 740 Million
14 September 2011
Establishing the GMS Railway

Coordination Office
15th Meeting of the Subregional Transport
Forum
Vientiane, Lao PDR

Peter Broch
Senior Transport Economist, Transport and Communications Division,
Southeast Asia Regional Department, ADB
The Purpose
Facilitate economic
development by enabling
efficient trade by railway
across borders
Reduce congestion and
negative social impacts of
transport
Reduce fuel dependency
and CO2 emissions
Traffic
Growth
2004-2
015
Carbon Footprint per Ton/Km
Rail
Shipping
Public truck
Private truck
Aviation
0
2000
4000
6000
Current Railway Activities

in the GMS
National
High Speed Networks are being built in PRC and are being
considered in Thailand and Viet Nam
Expansion and Upgrading of Existing Networks is ongoing in all
GMS countries
Urban Light-Rail and Metro systems are being built or considered in
Cambodia, Myanmar, PRC, Thailand, and Viet Nam
Cross-border Connections
Existing Links between PRC and Viet Nam, and between Laos and
Thailand are being upgraded or expanded
New Links are being built or are being considered from Cambodia to
Thailand and Viet Nam; from Laos to PRC, Thailand and Viet Nam; and
from Myanmar to PRC and Thailand
Planning of the GMS Railway

Coordination Office
Status
We have had the good fortune to secure the services of Mr. Greg Wood
Greg is an internationally recognized expert in railway development and
has extensive prior experience in the GMS
Greg has:
Completed the first round of consultations with the countries
Prepared the first draft of his recommendations for establishing the
GMS Railway Coordination Office, which we shall discuss presently
Related Development
ADB and the International Union of Railways (UIC) have negotiated a
MOU for cooperation
When signed, the MOU will enable the GMS Railway Coordination Office
to draw on the UICs unique expertise about practical cross-border
railway integration
Thank You
Greg, your turn!
5/12/14
15th GMS Subregional Transport

Forum
Issues and Op>ons for
Establishment of a Railway
Coordina>on Oce
Presenta>on
Background
Interna>onal Experience
GMS / ASEAN Experience
Issues for Considera>on
5/12/14
Background
GMS Ministers endorsed the Strategic Framework
for Connec>ng the GMS Railways (Strategic
Framework) at the GMS Ministerial Mee>ng in Hanoi
in August 2010.
The Strategic Framework proposed to establish a
GMS Railway Coordina>on Oce to facilitate
planning and crea>on of anintegrated GMS sub-
regional railway system, and suppor>ng the crea>on
and future opera>on of ins>tu>ons and opera>onal
procedures required to enable ecient cross-border
railway trac.
Background
The Strategic Framework proposed to address these
issues by:
developing sub-regional interconnec>on standards for technical

and opera>onal integra>on of the na>onal railways;
developing the ins>tu>ons and procedures required to
eec>vely integrate the na>onal railways;
developing na>onal adapta>on plans aimed at preparing the
na>onal railways to par>cipate eec>vely in cross-border
railway trac in physical, opera>onal and procedural terms;
establishing the rst opera>ng mul>-country GMS railway line
no later than year 2020; and
establishing a GMS Railway Coordina-on Oceto coordinate
and facilitate these ac>vi>es and the subsequent opera>on and
development of the GMS railway system.
5/12/14
Interna>onal Experience - AAR

North American Experience
Associa>on of American Railways (AAR)
AAR ensures that the rail industry meets transporta>on
needs eciently and professionally by working with
elected ocials in Mexico City, Washington, D.C. and
O]awa on cri>cal transporta>on and related issues.
AAR is not an ocial intergovernmental body but rather
an associa>on of members with an interest and a
commitment to rail transport.
AAR is also the standard se^ng organiza>on for North
America's railroads with its main focus on improving the
safety and produc>vity of rail transporta>on.
Interna>onal Experience AAR

AAR members are divided into full members; mainly
the class I railways in North America, Amtrak;
Aliate members who are non class I railways and
commuter railroads; and Associate Members who
are mainly companies that do business with the
railway industry.
All levels of membership are allowed to join the
technical commi]ees but any member is limited to
only two commi]ees.
Commi]ee work is voluntary and self nanced
including travel to commi]ee mee>ngs.
5/12/14
Interna>onal Experience AAR

AAR has a wide publica>ons program and provides
industry manuals and guides for all key ac>vi>es
aec>ng the members.
AAR also operates an industry standard test track in
Pueblo Colorado that tests all major innova>ons to
track or equipment before allowing those
innova>ons to enter normal railway use.
AAR also operates a real >me shipment tracking
system and a database of all member equipment.
Interna>onal Experience -
AREMA
American Railway Engineers and Maintenance of Way
Associa>on
AREMA is a sister organiza>on to the AAR and is more
targeted at specic technical issues of importance to its
members. Many organiza>ons are members of both AAR
and AREMA
While AAR focuses on policy, standards and guidelines,
AREMA focuses on the technical details of infrastructure
or equipment. For instance, AREMA will set wear limits
for all the dierent kinds of rail used on member railways
in terms of head loss and congura>on.
5/12/14
Interna>onal Experience - EC
European Commission
The Commission is proposing the following measures:
to examine the scope for improving interoperability on
major interna>onal routes in cost-eec>ve ways;
to study how to eliminate delays at fron>ers for freight
trac;
to assess what infrastructure improvements need to be
made to develop freight transport;
to assess policy instruments to reduce railway noise;
to emphasize socio-economic study proposals to support
the transi>on from several na>onal railway systems to
one European system.
Interna>onal Experience - ERA

European Railway Agency
Established in 2004 in Valenciennes, France
Mandate to:
prepare new and updated legisla>ve acts for
adop>on by the Commission and to give other
technical support to the Commission on ma]ers
related to movement of goods throughout Europe by
rail.
5/12/14
Interna>onal Experience - ERA

Ac>vi>es
Develop common standards for safety, safety regula>on
and accident inves>ga>on;
Improve technical and opera>onal harmoniza>on,
including condi>ons for mutual acceptance of railway
equipment;
Facilitate informa>on exchange by improved networks,
registers and databases and implementa>on of standard
regula>ons;
comply with the Community regula>on and internal
control requirements.
Interna>onal Experience - UIC

Interna>onal Railway Union
UIC was established in Paris in 1922.
UIC has 82 ac>ve members (including the railways from
Europe, Russia, the Middle East, North Africa, South
Africa, India, Pakistan, China, Japan, Korea, Kazakhstan,
and companies opera>ng worldwide such as Veolia
Transport),
80 associate members (including railways from Asia,
Africa, America and Australia) and
35 aliate members (related or ancillary rail transport
businesses or services).
5/12/14

The key objec>ves in the UIC mission are to:
Promote rail transport world wide;
Promote interoperability, crea>ng new standards for
railways and intermodal opera>ons;
Develop and facilitate interna>onal coopera>on among
members including sharing of best prac>ces
(benchmarking);
Support new business development and new areas of
ac>vity;
Propose ways to improve technical and environmental
performance, boos>ng compe>>veness and reducing
costs.

UIC exists through and for the benet of its members.
Members needs shape projects run by the UIC plamorms
and forums.
Technical commi]ees create standards through review
and professional study by the commi]ees to improve
opera>on, safety and performance and issue Leaets on
technical and policy ma]ers to guide members.
This is par>cularly important for GMS countries where
only now is it becoming important to consider common
technical standards for equipment, track and opera>ons.
5/12/14
Interna>onal Experience - OSJD

Organisa>on for Coopera>on of Railways (OSJD)
OSJD was established in 1956 by the railway ministers of
Albania, Bulgaria, Hungary, Vietnam, East Germany,
China, North Korea, Mongolia, Poland, Romania, the
USSR, and Czechoslovakia.
ministers decided to establish a special inter-
governmental organiza>on, the execu>ve body of which
started opera>ons in Warsaw, Poland on 1 September
1957.
Currently OSJD consisted of 27 member countries with
six observers and 17 commercial members.
Interna>onal Experience - OSJD

OSJD is an intergovernmental body responsible for
concluding and policing interna>onal railway agreements
and related ma]ers, as well as for coordina>on of
opera>ng condi>ons and taris.
Supports joint work by ministries of transport, customs,
immigra>on, and by railway administra>on to create
more favourable condi>ons for moving passengers and
freight across fron>ers.
This is partly achieved by ensuring comparability
between the legal frameworks of the aected members
to ensure interoperability of infrastructure and rolling
stock.
5/12/14
Interna>onal Experience -
Summary
Lessons Learned
non government and railway members strengthen technical commi]ees by

incorpora>ng the experience of professionals in the supply and consul>ng industry
and academics;
Member Government involvement allows for a more direct decisions on legal
structure as is the case for the OSJD;
Technical commi]ees se^ng industry standards is a very important role including
publishing ndings and manuals for the industry;
Training and outreach ac>vi>es are also important. Training centres ensure
widespread knowledge about and ability to apply the common technical
standards;
The organiza>ons are self nancing from their memberships - from membership
subscrip>ons to government subven>ons. Organiza>ons run on a professional and
cost accountable basis that reports annually on achievements and with
professional audit of revenue and spending;
Sta are open professionals, hired on the open market or seconded from the
members who remain with the organisa>on for a limited >me. Salaries paid for
sta are comparable to private sector salaries.
GMS Experience ASEAN

ASEAN
Since 1967 ASEAN has aimed for ecient goods and people
movement across member borders. Since 1992 free trade
agreement, ASEAN has completed a number of protocols related to
the safe movement of goods and people. These are listed as :
Designa>on of Transit Transport Routes and Facili>es;

Designa>on of Fron>er Posts;
Railways Border and Interchange Sta>ons;
Customs Transit System;
Sanitary and Phytosanitary Measures;
Dangerous Goods.
Given ASEAN on the requirements for border, customs and

interchange rules, the development of a GMS standard could be
based on the ASEAN standards to ensure that no confusion exists
between the two organiza>ons.
5/12/14
GMS Experience PRC:VN

modern interchange agreement was nego>ated and
signed in 1992.
annual mee>ngs elaborate or amend the the 1992
agreement.
Many of those clarica>ons are technical and form a
common protocol to supplement the main
agreement.
The most recent protocol is dated 2010 and is
available as a separate translated document.
GMS Experience PRC:VN

The gauge change between P.R. China and Viet Nam
con>nues to be a challenge.
current track in Viet Nam needs upgrading. A standard gauge
track is under construc>on from the P.R. China border to
Kunming. Con>nua>on to HaiPhong is planned by VNR by
2020.
The current logis>cs at the border crossing par>cularly the
Nanning to Hanoi crossing, impose a heavy >me burden on
travelers and goods with open long delay. Dual inspec>on is
now used but single stop inspec>on is possible for future
implementa>on.
All provisions of the interchange of trac between Viet Nam
and P.R. China are governed by the agreements reached by
OSJD, of which both countries are members.
10
5/12/14
GMS Experience Thai:Cam

rehabilita>on of the 48 km gap between Thailand and
Cambodia on the Cambodian side is likely to be open by
mid/late 2012. Pressure is now on to close the six km
gap on the Thai side of the border.
State Railway of Thailand planning sta indicated that
the construc>on of the missing six km of track will be
part of a larger track strengthening program that is
currently under nego>a>on and wai>ng for approval.
This is an important link because it will allow Cambodia
access not just to Thailand but also the whole of
Malaysia and Laos.
GMS Experience Thai:Mal

Thailand and Malaysia have operated the most
successful interchange agreement in the region for over
40 years.
Trac has successfully moved across the border in both
direc>ons and it is possible to take one train from
Bangkok toJohor Bahru.
Joint border sta>on allows for ecient transit. Sta are
allowed to work on both sides of the border. Exis>ng
agreement gives good basis for equipment
interoperability.
But future full interoperability requires eort to improve
the track condi>on, improve locomo>ve power and
ensure safe opera>ng standards.
11
5/12/14
GMS Experience Thai:Laos

Laos Thailand agreement is very new.
Noteworthy for establishment of Interna>onal Sta>on in
Laos for joint opera>on and customs inspec>on.
However, the agreement is not being followed in
prac>ce.
mainly a haulage agreement whereby SRT agrees to haul
trains on behalf of Laos.
op>on exists for Laos to purchase its own running stock
and develop its own trains. For instance, unit trains to
and from LaemChabang Port.
Agreement is reciprocal so expansion of the Lao>an rail
network will allow SRT trains on Lao tracks.
GMS Experience
Lessons Learned
Closing the gaps in the system to achieve a true network structure
remain a stubborn objec>ve but actual achievement of results lags
badly behind hopeful statements. More tangible eort is needed if
those gaps are ever to be closed;
Standards between and among the member railways will remain a
problem for quite some >me and a very useful focus for the new
RCO will be to examine those standards with the view of
establishing a base that can be achieved across the GMS region;
Track condi>on is a challenge in the region. Both Vietnam and
Thailand recognize the limits of their current track and have plans
in hand to improve the track condi>on. But if eec>ve interline
trac volumes are to be achieved in the future, be]er track and
more reliable locomo>ve power is a pre-requisite.
12
5/12/14
Key Issues - Mandate

What should be the mandate or role of the RCO?
Coordina>on of monitoring and planning to ensure selec>on of most cost
eec>ve and prac>cal cross border connec>on;
Coordinate agreement on sources of nance and alloca>on of
responsibility for missing links;
Development of technical and opera>ons standards for applica>on across
the member railways;
Development of agreements and protocols for ongoing interchange of
goods, people, and equipment across na>onal borders;
Provide clearing house services to allow funds alloca>on from
compensa>on for loss and damage to equipment or track or to allocate
revenue from through shipments and facilitate discussions on insurance;
Form subject focused technical or opera>onal review teams to determine
cause and liability for any major issue or dispute between the member
railways;
Key Issues Mandate (contd)

Technical Assistance studies to review issues or standards and
coordinate implementa>on of the results based on the agreement
of the member governments and the study sponsors;
Develop a training and technical support program to train
locomo>ve drivers, dispatchers, commercial and accoun>ng sta
and marke>ng sta on the procedures and approaches to use for
regional cross border trac.
Determine and develop a set of safety standards and guidelines.
Assist member countries in achieving and maintaining ISO
accredita>on in rail opera>ons.
Determining and developing a set of opera>ng protocols for cross
border rail opera>ons, locomo>ves, wagons and train crew.
Transla>on of safety standards and opera>ng systems into na>ve
tongue or the training of the relevant personnel in English as the
recognized rail safety language
13
5/12/14
Key Issues - Mandate

Should any of the above roles not be assigned to the
RCO?
What other roles should the RCO carry out on behalf
of the members?
Key Issues - Organisa>on

What type of organiza>on should the RCO be and how should it develop?The
op>ons for ini>ally establishing the RCO are as follows:

i) Standing commi]ee of GMS member country plus Malaysia
representa>ves with no formal structure;
ii) Coordina>on oce located within ADB to support the development of the
missing links and to help ini>ate more formal discussions on developing
common regional standards for infrastructure, equipment, opera>ons and
cos>ng. This oce could ini>ally be funded by the ADB for a limited >me
and then expanded to become a stand alone oce with professional sta;
iii) a small core oce to coordinate planning for the missing link routes; for
iden>fying and organizing sources of nance; with developing policies for
the ecient movement of goods an people and for se^ng up commi]ees
to create common technical standards and guidelines for applica>on
across the member countries.
14
5/12/14

Considera>ons
all members will not be linked to the regional network ini>ally.
Not reasonable to expect that all countries will be willing to pay to
support the RCO.
During the ini>al period will need to be kept as small as possible with as
much volunteer input.
For ini>al period needs a small organisa>on with limited outside support.
Since mul> country movements are already possible through the GMS and
Malaysia network and soon between Thailand and Cambodia, there
already exists a need to begin to establish principles for interchange of
equipment and standards for physical works and equipment.
Establishment of technical commi]ees can begin now.
Once the linkage between P.R. China, Viet Nam and Thailand either via
Laos or via Cambodia has been completed, then the second stage
organisa>on with larger stang and expanded mandate to include more
technical issues will be needed.

From the above op>ons then, either op>on two or
more likely op>on three is the most prac>cal but
with the provision that the ini>al establishment will
be supported by member countries with help from
one or more donor agencies for a limited period of
>me.
Do member delegates have a dierent view of the
development of the RCO? How fast should it be set
up?
15
5/12/14
Key Issues - Membership

Who should be members of the RCO and under what umbrella should
the RCO be established?
Malaysia, in par>cular Port Klang is a prime des>na>on for GMS
cargo and as trac begins to build throughout the region,
Malaysian trac will certainly be part of that growth. If Malaysia is
part of the RCO membership, then Singapore also should be a
member.
Given ASEAN wide protocols it may be logical to extend the
membership of the RCO to all of ASEAN countries.
All countries in the GMS region with the excep>on of P.R. China are
also members of ASEAN and ASEAN oers and organiza>onal home
that could accommodate the RCO.
Should the membership of the RCO be open to Malaysia and
Singapore? Should the RCO be established as an ASEAN
organisa>on?
Key Issues Organisa>on

Structure
The RCO must have an organiza>onal structure
a stand alone company with shareholding by the members,

a non for prot corpora>on registered in one of the member countries,
a registered associa>on,
a unit of one of the donor agencies such as the ADB or it may be
an interna>onal organisa>on under one of the other recognized bodies.
Normally organisa>ons that hold property, manage money,

establish a bank account must be a legal person. That means
registra>on as a legal en>ty. Many forms of associa>on exist
around the world.
Should the RCO remain for the >me being as just an ad hoc oce with
no legal standing? Should the RCO be established as a legal en>ty
in the country where it will be resident? Should the RCO be
established with a linkage to ASEAN?
16
5/12/14
Key Issues - Loca>on

Where should the RCO be located?
Criteria for successful opera>on include:
Linkage to other GMS Ci>es
Quality of Support Services
Availability of Oce Space
Use of English
Access to Interna>onal Schools
Impact of RCO on Country
Access to Internet
Ease of Delegate Travel to RCO
Key Issues - Loca>on

The ranking of each city against the above criteria can
produce a picture of each ci>es desirability.
Of the poten>al host ci>es Bangkok stands out as having
the most posi>ve characteris>cs and par>cularly since
Bangkok is within the ASEAN region, ease of access for
delegates as well as a wide selec>on of available air
connec>ons make Bangkok a desirable loca>on for the
establishment of the RCO.

Is Bangkok the most logical loca>on for the RCO? Are there
strong reasons why another city should be considered in
addi>on to Bangkok?
17
5/12/14
Key Issues - Stang

How should the RCO be staed?
The size and complement of sta will depend directly on the
agreed list of responsibili>es as above. The size could range
widely depending on the mandate selected and approved by
the members.
The objec>ve should be to match xed cost to the
requirements of the mandate with a >ght core team
structure supplemented by academics and consultants for
specialised focused work.
Should the RCO have a core unit of professional sta or exist
only as a collec>on of voluntary sta working through a
commi]ee structure?
Do members agree that as the RCO expands, most of the stang
will be through secondment of sta from the members?
Key Issue - Financing

How should the RCO be nanced?
Start up cost and Seed Money. Some GMS countries will not gain
much benet from the forma>on of the RCO for the rst year, so
unlikely to be willing to fund its crea>on. This may be overcome by
providing seed money to get the RCO registered and key core sta
hired under a grant from one of the major interna>onal nancial
ins>tu>ons.
Fixed cost for the rst 10 years for oce rental, opera>ons,
administra>on sta, permanent technical sta, seconded sta and
allowances may come ini>ally from a membership subscrip>on fee
combined with a xed percentage levy on annual revenue by member
railways as reported in the audited annual reports.
Fixed cost aBer 10 years or aper trac reaches a minimum threshold.
The actual interchange trac moved could be the basis on which part
of the RCO is paid over the longer term - similar to a toll fee paid on
the basis of the transfers.
18
5/12/14
Key Issues - Financing

Variable cost for event specic ac-vi-es like technical review of
derailments of disputes over maintenance cost between two or more
railways. Cost would be covered by a direct bill to the aected
railways. No charge would apply to any railway not directly aected;
Technical assistance for special studies. Cost for technical ac>vity
such as management of a GMS related infrastructure should be paid
out of the cost of the project or through donor funding or as a charge
against overhead if it is a GMS wide issue or paid directly by aected
railways if the issue is limited in scope to one or more aected
railways.
Training / Workshops. Specialised training programs or workshops can
be held by the RCO and can be paid directly by the par>cipants.
Publica-ons. Usually publica>ons are set up in a way that they can
recover their own costs. This can be done through specic individual
pricing of documents or through annual subscrip>on fees.
Key Issues - Financing

Does the above framework for nancing the RCO
meet the needs of the members? Do members
disagree with the philosophy of self nancing of the
RCO by the members? Is the above nancing outline
consistent with the approach used in other regional
bodies? How else could the RCO be nancially
supported?
19
5/12/14
Key Issue Closing the Gaps

Comple>ng the missing link from Phnom Penh to HCMC will
cost in the range of US$ 1 billion.
Will allow trac among most of the GMS countries and with
Malaysia and Singapore, but the benets of that trac for
Cambodia are ques>onable.
Cambodia is likely to become a transit railway which
essen>ally takes a toll from the passing trac.
Given that likely role, it does not seem likely that Cambodia
will agree to assume the full burden of the debt nancing
needed to complete the missing link.
Other countries with more to gain from the link will need to
assume at least part of that debt burden on behalf of
Cambodia.
Key Issue Closing the Gaps

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20
5/12/14
Key Issue Closing the Gap

The solu>on is to nd a way to jointly and severally
guarantee the borrowing needed to complete the
missing link. Sovereign guarantees will be needed from
the bene>ng railways, in a minimum P.R. China,
Vietnam, Thailand and Malaysia in addi>on to Cambodia
or Laos.
Given that both Laos and Cambodia are not likely to be the
main recipients of benets that ow from the new lines,
is it logical for other member countries to jointly support
the development of the missing links across either Laos
or Cambodia? Is this op>on one of the rst jobs of the
RCO?
Thank you
21
5/12/14
Toll Royal Railway

David Kerr
September 2011
Toll Royal Railway Overview

Contact
David Kerr, CEO, david.kerr@tollgroup.com www.tollroyalrailway.com
Personnel
150 including 3 ex Pats with extensive international railway experience
Service Offerings
Bagged cement rail freight between Phnom Penh and Touk Meas commenced October 2010,
containerized rail freight and bulk fuel deliveries Phnom Penh to Sihanoukville by early 2012, and
containerized and bulk rail freight between Phnom Penh, Pursat, Battambang and Poipet and
Cambodia and Thailand by late 2012
Toll Royal Railway

Joint Venture between Toll and the Royal Group
Concession is to Operate and Maintain the Cambodian
Railway
All documentation and Safety Management System in English
Toll Royal Railway
The Complete Solution for Cambodia's Supply Chain Logistics
5/12/14
Snapshot of Toll Royal Railway
Accredited Safety Management System

30 Year Concession
ISO 9001, 2008 Accreditation as a Commercial Rail Operator
B-Double commitment from the Cambodian Government
98Ha Samrong Terminal and Warehouse development
Direct Port Access in Sihanoukville
Service Offerings:
bagged cement rail freight between Phnom Penh and Touk Meas
commenced October 2010
containerised rail freight and bulk fuel deliveries Phnom Penh to
Sihanoukville by Mid 2011,
containerised and bulk rail freight between Phnom Penh, Pursat,
Battambang and Poipet and Cambodia and Thailand by Mid 2012
Toll Royal Railway
GMS Railway Coordination key points
Locomotive standards
Wagon standards
Train Driver training standards competency assessments
Safety standards, colour of rollingstock, stopping distances, visibility, lighting
standards
Uniforms, colour, standards, Hi Visibility, PPE, footwear
National Medical Standards
Drug, alcohol, fatigue
Insurance, limits, Business Interruption Risk, Incremental Cost of Working
IT, Systems, GPS monitoring
Commercial matters, compliance auditing, customs clearance, facilitation fees
Toll Royal Railway
5/12/14
FRETA - Multimodal
Benefits
Cost effective
Quicker response times for customers
Lower levels of inventory required by stores reducing duplication of transport processes
Home deliveries direct from the warehouse
Sectors
Agricultural and Machinery Tools
Machinery for food processing
Construction materials
Furniture and domestic appliances
Medical, Hospital and pharmacy supplies
Food and beverage suppliers
Toll Royal Railway
Toll Royal Railways Warehouse and

Road Transport
Toll Royal Railway
6
5/12/14
Cambodia Two Missing Links
Toll Royal Railway
7
Toll Royal Railway Safety and Training
Safety is Our No. 1 Priority
Toll Royal Railway
Staff are all in uniform
Training is ongoing
5/12/14
Conclusion
Conclusion
Toll Royal Railways business plan is based on a platform of
Corporate Governance, Safety and Transparency in all of
our business Operations. The vertical integration of the
business and the developing of full 3PL Logistics (Road,
PuD, Warehousing, Cross Docking, Freight Forwarding,
LCL and FCL). An efficient and effective RCO is imperative
to the success of the GMS Railway Strategy
The benefits for Cambodia and GMS are significant

Toll Royal Railway
9
Thank you
5/12/14
Outline
I. Issues
II. The Cross-Border Transport Agreement (CBTA)
III. Status of CBTA Implementa=on
-
Customs Transit System
-
Trac Rights Exchange
-
Pilot Implementa=on along EWEC
IV. Challanges
V. The Way Forward: CBTA and beyond

5/12/14
I. Issues
90% of the $14 billion GMS program were invested in transboundary transport
projects, however roads are not used as much as expected
There are many non-physical barriers that impede movement of goods and
people across the subregion
Many GMS roads are built without considering border and logis=c constraints
Worldwide, border delays account for 40% of the =me lost in transporta=on
and add 15% to the cost of goods. No data for the GMS, but it could be worse
Transporta=on and trade data are not collected regularly (modes of transport
used, trac in specic corridors, types of products transported by each mode)
Tari barriers have been signicantly reduced and have raised the importance
on non-tari barriers
5/12/14
Nonphysical Impediments to the Cross-border Movement of

Goods and People
Inconsistent and complex border crossing formali=es and
procedures (inspec=on of same goods by several agencies)

Restric=ve visa requirements for drivers and crew
Restric=ons on entry of motor vehicles (dierent vehicle
weights and dimensions)
Dierent standards on vehicles and drivers across
countries
Transit trac dicult/not allowed
Comprehensive Integrated solution to urgent need for Transport and

Trade Facilitation
-- covers transport, customs, immigration, and quarantine inspection
(TCIQ)
Compatible with other similar systems

-- GMS CTS is a simplified TIR system to meet GMS realities
Conforms with international best practices: on transport and trade

facilitation:
--7 international conventions promoted by UNESCAP
5/12/14
With CBTA.
1. Trucks, drivers and goods could go to any GMS country
2. Goods with trucks could transit without reloading
3. Shortened clearance times and costs at borders and
improve reliability of road transport
5/12/14
Exchange of trac rights

Cross border movement of persons for those involved in transport
opera=ons
Transit trac regimes, including exemp=ons from customs inspec=ons,
bond deposits, escort and agricultural and veterinary inspec=ons
Requirements for vehicles to be eligible for cross border trac
Standards, including road and bridge design standards, road signs and
signals.
Single window and single stop clearances

III. CBTA Implementa=on- An Overview

4 countries ra=ed all 20 annexes and protocols of the CBTA. Thailand ra=ed
14 and Myanmar is the process of ra=fying
6 Borders (2 pairs of 3) are implemen=ng the CBTA

Legal Framework on GMS Customs Transit System (CTS) established

Interim Agreement between Customs and Guarantee organiza=ons and
Interim Agreement among Guarantee organiza=ons of Viet-Lao-Thai signed by
June 2009

Pilot implementa=on of GMS Road Transport Permit System to operate
together with GMS Customs Transit System (EWEC)

10
5/12/14
CBTA Road Map
1999-2003
CBTA Framework
Agreement
Signed & Ratified
2003-2005
20 Annexes &
Protocols (A&P) Negotiation
Signing of CBTA
LAO Nov. 1999
THA Nov. 1999
VIE Nov. 1999
CAM Nov. 2001
PRC Nov. 2002
MYA Sept. 2003
2006-2011
CBTA (pilot)
Implementation
Arrangements
2013
CBTA
Implementation
Signing of 20 A&P
16
A&Pby
signed
signed
all countries 2007
Ratification of 20 A&P
by 2011
Ratification of CBTA
by 31 December, 2003
CAM All ratified

PRC All ratified
LAO All ratified
MYA n/a
THA 14 ratified
VIE 16All
ratified
ratified
Customs Transit System

GMS Road Transit Permit
Customs Transit Document for
Goods, Vehicles, and Containers
Guarantee Organization
CTSCTS
operation
in and
EWC
in 2009
GMS
operation
NSC
in 2010
Initial Implementation at key borders

- Hekou Lao Cai commenced
- Lao Bao-Dansavanh commenced
- Mukdahan-Savannakhet commenced
11
Initial Implementation at Key

Border Crossings
Hekou (China)-Lao Cai
(Viet Nam)
Start Implementation ( 2007)
Single Window Inspection
Lao Bao-Dansavanh
Start Implemntation (2005)
Single Stop Inspection
Mukdahan (Thailand) Savannakhet (Lao PDR)
Customs Transit System Pilot

Operations in 2009
Implementation started in 2006

Single Window Inspection
Customs Transit System Pilot
Operations in 2009
12
5/12/14
GMS Customs Transit System (CTS) Forms

for Goods, Vehicles and Containers,

Annex 6: Transit provisions for goods
Annex 8: Temporary Admission of Motor Vehicles
Annex 14: Container Customs Regime
with English, Lao, Thai and Vietnamese instructions.

13
Model of the GMS Customs Transit System

Transit Goods Movements
Thai
Customs
Lao
Customs
Viet Nam
Customs
TIFFA, BoT
LIFFA
VATA
Bank
Guarantee/
Deposit
Thai transport
operators
Bank
Guarantee/
Deposit
Lao transport
operators
Bank
Guarantee/
Deposit
Viet Nam
transport
operators
5/12/14
(Interim) Agreement signed between Customs and Guarantee

Organiza=ons
-- Viet Nam Customs with Viet Nam Automobile Transport Associa=on
-- Lao Customs with Lao Interna=onal Freight Forward Associa=on

-- Thailand Customs with Board of Trade (Thai Chamber of Commerce)

(Interim) Agreement signed among Guarantee Organiza=ons

(VATA, LIFFA and BoT)
16
5/12/14
GMS Road Transport Permit System

From permit system to free market system
All six countries agreed on the format of the permit
Issued by transport authori=es
Each country could issue up to 500 permits
Pilot implementa=on by Thailand, Lao PDR and Viet Nam along
the East-West Corridor

17

Implemented
Lao PDR-Thailand-Viet Nam
(East West Corridor)

Pilot stage only,

Under quota system (up
to 400)
Cambodia-Viet Nam

Under quota system

(up to 300) 5 Border
gates
Lao PDR-Thailand
Without quota
Lao PDR-Viet Nam

18
5/12/14

In Progress
PRC-Viet Nam
Internal approval in
progress
Thailand-Lao PDR-Viet Nam

(Extension of EWEC to GMS
capitals)
Under preparation .
MOU to be signed in
GMS Summit
Cambodia-Thailand
Initial stages (40 for

each country)
Others?
19
Widening
completed by
2007
MOU for IICBTA

Prepared
Road
constructed
Pilot of CBTA
Fast Track on
June 2009
Road opened
March 2004
completed
Hai Van
Tunnel
opened in Jun
2005
Second
Mekong Bridge
opened in
early 2007
Exchange of
Traffic Rights/
CTS on Piloted
on June 2009
Da Nang Port
Completed in
2004
20
10
5/12/14
Pilot Implementa=on at EWEC - Challenges

No Demand to use the CBTA system and documentation
Low traffic along the EWEC
Lack of economic complementarily among the EWEC
countries. High truck transport charges (empty returns)
EWEC route is too limited and not attractive for transport
operators
Low level of awareness of CBTA by transport operators,
Weak Guarantee Organizations and not enough business
volume to generate their interest
Low capacities and awareness in Customs and other border
authorities
CTS documents are difficult to use and expensive
Competition from maritime transport
21
Cost of Mari=me transport compe==on

Trac between Thailand and Vietnam
Mari=me
8,500 TEU/month THA->VN
Mari=me
2,000 TEU/month VN->THA
Freight rate
$900 Bangkok - Hanoi
Handling
$600
Total
$1,500 (10-15 days)

Road: $3000 (3-4 days)
11
5/12/14
Possible SoluFons
Increase range of collec=on/delivery points. Extend the EWEC
route
Minimize delays and costs at borders and increase reliability
Capture return loads to extent possible
Provide logis=cs facili=es/dry ports
Reduce costs and complexity of CTS Docs
Extension of EWEC to Promote Trac
Thailand, Lao PDR, and Viet Nam agreed to extend the

EWEC route on 9 June 2011
Three GMS capitals: Bangkok, Hanoi, Vientiane
Two deep sea ports: Haiphong and Laemchabang
24
12
5/12/14
The Way Forward: Accelerate CBTA implementaFon

Thailand and Myanmar ra=fy all Annexes and protocols
Incorporate CBTA provisions into na=onal laws/regula=on (TTF Na=onal Ac=on
Plans)
Strengthen ownership of the CBTA by Customs and other government agencies

Strengthen coordina=on of NTFC and Joint Commikee in monitoring CBTA
implementa=on (more regular mee=ngs) and strengthen the transport facilita=on

subcommikee
Collect ideas and promote ac=ve par=cipa=on of the private sector (transport
associa=ons, logis=c companies, etc)
Prepare implementa=on details of MOUs between Customs and Guarantee
organiza=ons
Capacity building for CBTA implementa=on at central, provincial and border level
Disseminate informa=on on CBTA to customs and provide training
Support to the weakest Guarantee Organiza=ons
Increase transparency to eliminate discriminatory charges and levies
Expand CBTA to other corridors
Expand the number of exchange of trac rights and implement them (how to
priori=ze? Iden=fy problems for implementa=on)
25
The Way Forward: Beyond the CBTA
Align GMS TTF with ASEAN TTF and ASEAN-FTA and consider other op=ons for
CTS (TIR, EU New Computarised Transist System (NCTS))

Establish a Corridors Performance and Measurement Monitoring system to
gather =me and cost data, border and transit transport and trade sta=s=cs,
and to iden=fy key cargo transport routes and boklenecks.
Compare GMS corridors with other land routes, rail, mari=me and mul=modal
corridors and develop mul=modal transport
Invest more in technology (automa=on of customs documenta=on, e-seals
with GPS tracking to facilitate transit trac, single portals with TTF
informa=on)
Improve logis=cs: develop dry ports and inland container depots
Support local transport industry (Laos, Cambodia, Myanmar)
New TTF Ac=on Plan (2011-2015) approved by GMS countries in 2010
TA Support from ADB, Australia and Japan (coordinated border management,
SPS, logis=cs) 2012-1015
26
13
5/12/14
QuesFons
How do you incorporate the software aspects (TTF) in the

analysis and project design to develop new corridors?
Should GMS countries invest more on TTF to increase the

effectiveness of their investments in hardware?
What could NTFC do to implement the CBTA and (collect

transport data?)
How can ADB assist national NTFC and the regional

Committee and Subcommittees better?
28
14
5/12/14
GMS-BF
Briefing on the Establishment of the GMS
Freight Transport Association (FRETA)
Oudet Souvannavong
Secretary General of the GMS-BF
15th Meeting of the GMS Sub-regional Transport Forum
14-15 September 2011, Vientiane, Lao PDR .
Rationale: Why GMS-FRETA is

needed?
n
n
n
n
The Governments of the GMS want to facilitate, and increase the

volume of international trade within the GMS.
They recognize that trade between the countries can only increase if
transport, especially land transport, between those countries
becomes fast, easy and efficient.
GMS Governments funded the infrastructure improvement which
has now largely been completed for road transport
The procedural changes needed to make transport fast and easy were
worked out carefully and listed in the Cross Border Transport
Agreement (CBTA) and its annexes. This agreement have been
signed and ratified by nearly all countries of the GMS.
5/12/14
Rationale: Why GMS-FRETA is

needed?
n
But, as we all know, on the ground very little has changed.

Trucks and cargo still do not circulate freely
The GMS-BF have travelled around the GMS countries and

have spoken to truckers , forwarders, customs brokers, traders
and associations in every country
They all say the voice of the private sector is not being
heard by the government officials concerned, and it needs to
be heard.
Rationale : Existing Associations

are not Suitable for Purpose
n
FRETA is an organization which is different from other regional

organizations
q Includes both trucking and freight forwarding elements
(actually also customs brokers and traders)
q Focuses specifically on routes and issues within the GMS and
other regional links.
q Comprises only members operating within the GMS.
q Is supported and targeted by GMS governments and the ADB
to tackle the exact issues which concern us all.
5/12/14
Rationale: The initiation of FRETA

n
At the 3rd GMS Summit in 2008 the Leaders supported the proposal to
found FRETA. At the GMS Ministers Meeting in August 2010 the
Ministers accepted the Consensus agreed at the GMS Seminar in
Nanning calling for the early establishment of FRETA.
The GMS-BF Board Meeting in Kunming on February 2011 agreed on
preparing the institutionalization. ADB provided assistance in the
preparation of legal documents and in the consultation with major
stakeholders during March-June 2011.
GMS-BF Board of Directors signed a Memorandum of Agreement
(MoA) at the 2nd Board Meeting on July 2011. The progress was
reported to the 17th GMS Ministerial Meeting in Phnom Penh on
August 2011, and a letter for the establishment of FRETAs Office in
Lao PDR was sent to the GMS Minister in Lao PDR.
Proposed Constitution of GMSFRETA : Purpose & Objective
The GMS-FRETA is an international non-governmental and nonprofit organization uniting the GMS-BF with carrier, freight
forwarder and logistics associations of the GMS countries as well as
with Freight Transport companies of any nationality operating within
the region and having offices registered within that region.
The GMS-FRETA may also develop contacts to organizations outside

the GMS if that is deemed beneficial. GMS is not limited in its area
of operations.
The GMS-FRETA is registered in Vientiane, Lao PDR, initially under

the umbrella of the GMS-BF.
5/12/14
Proposed Constitution of GMSFRETA : Membership

n
Founder Members are to be the GMS-BF plus representatives of

each country of the GMS
Members within each country will fall into 2 categories:

o Trade associations ( truckers, freight forwarders, customs brokers,
others..) whether state owned or not. There may be more than one
from each country
o Individual companies from each country who would like to be
members in their own right
Multi-national companies who are operating in more than one

country of the region but are headquartered in none, may also
become members.
Proposed ToR of GMS-FRETA

n
To act as a central body conveying to the highest Authorities

in the GMS the concerns and wishes of the private sector
trade and transport industries of all the GMS countries
To advise the Authorities of practical and simple ways in

which trade and transport can be facilitated.
To assist in the establishment of free, fast, open and efficient

transport across Land Borders within the GMS
To set, agree and monitor unified high standards of technical

and professional training and operations in all countries
allowing efficient operations and fair competition within the
region.
5/12/14
Proposed ToR of GMS-FRETA

To assist and coordinate members in collecting high quality
data for the GMS corridor Performance Monitoring program.
n To identify training and investment needs and either provide or
coordinate efforts to provide such training and investment
(new equipment/facilities)
n To function as a neutral accreditation facility monitoring and
certifying conformity of vehicles, employees and systems of
member companies and groups of companies with regionally
agreed norms and standards
n
Activities of GMS-FRETA
n
n
n
n
Organizing meetings, conferences and informal contacts to ensure

that GMS ministers are well informed of the actual situation on the
ground and of the practical steps which need to be undertaken
Agreeing and setting international standards for acceptable and
environmentally sustainable vehicles, equipment, staff and
procedures
Training and certification of member companies staff up to the
above standards
Inspection and certification of member companies vehicles
and
equipment up to the above standards
Leading and coordinating actual on-the-ground implementation of
the CBTA and subsequent legislation
5/12/14
Rationale: What We Want to Achieve

Benefit to GMS-FRETA Members?
n
GMS-FRETA members trucks and goods

should be allowed to operate across countries:
i.e. from Kunming to Bangkok; from Nanning
to Ho Chi Minh City etc.
GMS-FRETA trucking and freight service

standard should be raised and mutually
recognized. ISO based standards,
harmonization and training of management
and truck drivers.
Cross Border Green Lanes to be established

for GMS-FRETA by GMS Governments at all
border crossing points
GMS-FRETA members to cooperate B2B for

exchange of truck heads, for return loads and
for cargo consolidation
And other benefits

View of the Stakeholders?
n
GMS-FRETAs institutionalization and activities is incorporated

into the GMS programs especially into the activities of the National
Transport and Trade Facilitation Committees.
A step-by-step and area-focus approach needs to be taken in
planning the road map for the activities of GMS-FRETA.
q
The focus will start with the inland road transport of goods and
subsequently expanded to cover multimodal transportation including air,
sea, river and rail transportation.
As the full implementation of the CBTA and the harmonization of

GMSs CTS will take time to complete, GMS-FRETA shall, in
parallel, focus on short term targets, practical measures.
q
which would reduce cross-border freight and transport costs, allow secure
under-shade trans-loading of goods, and enhance business-to-business
networking to guarantee return loads.
5/12/14

n
GMS-FRETA shall facilitate access to finance for business operators

in Cambodia, Myanmar, Lao PDR and Vietnam, in order that they
can up-grade trucking and logistic facilities to meet with
internationally required standards.
GMS-FRETA shall prepare harmonized GMS standards in

accordance with which the members must operate.
q
q
All GMS government institutions shall recognize the standard

certification.
An independent professional private certification body such as SGS or
equivalent shall operate the GMS-FRETA standard certification under
the supervision of and at the direction of the GMS-FRETA.

n
GMS-FRETAs effectiveness in advocacy and problem solving will

depend on the capacity of the association to operate on the ground in
each country.
q
q
It is recommended to establish GMS-FRETA branches and offices in all

important ports and at all important border crossing points.
To avoid duplication it is recommended to use trucking or freight forwarder
associations offices as locations for the GMS-FRETA offices.
Strengthening the capacity of local trucking and freight forwarder

association, among other things by such co-locations, shall be one of
the main roles of GMS-FRETA.
5/12/14

n
GMS-FRETA shall not be a shipment transit guarantee organization

but shall rather be an organization to achieve and certify the
conformity of its members to high standards of corporate governance,
conduct and professional technical excellence for international and
national insurance companies and customs organizations.
The current national shipment transit guarantee system using bilateral

transport rights and national customs transit agreements is not a critical
constraint on the movement of cargo for the private sector and
replacing it through a multilateral system, whilst desirable, is not a
high priority for the private sector.

n
There is also a potential important role for GMS-FRETA to support

its members and represent their interests in cases of conflict between
GMS countries.
q
Such conflicts virtually never spring from disputes over international

transport but border closures and transit stoppages often result from the
conflicts.
It is important that GMS-FRETA engage to agree with the

governments concerned procedures, which allow mutually beneficial
trade to continue whilst always fully respecting the national security
concerns of the countries concerned.
5/12/14
Follow-up Activities
n
GMS-BF is in the process for resource mobilization (membership,

man-power and finance)
GMS-FRETA Office is under the process to be established in

Vientiane.
FRETA Legal Documents (Constitution, Article of Association,

Activity Plan, etc.) are improved to fit the recommendation of
stakeholders.
FRETAs Article of Association will be signed in front of the

Leaders at the GMS Summit in Myanmar on December 2011.
FRETA activities will start its activities in January 2012.
Thank You
5/12/14
Road Asset Management:

Background on Trends and
Practices
Shihiru Date
Asian Development Bank
Road Economics
Roads have two costs: Construction cost
and Maintenance cost
These give you - Road user savings
- For companies - you spend less on fuel
and vehicle maintenance and have more
for expanding business
- For families, you have more money to
meet education costs
manage road assets
5/12/14
Asset Management vs. Overloading

The road is a structure it deflects (bends) under
the weight of truck axles.
Overloaded trucks destroy the roads, and very
quickly.
One truck overloaded with the goods of two trucks

does the same damage as 30 trucks!
NOT THE DAMAGE OF TWO TRUCKS!
Biggest single cause of excessive wear and
tear on roads
Safety
Overloaded trucks are not safe on the
roads
They cannot be steered correctly, and
They cannot STOP.
They cause accidents.
5/12/14
Unfair Competition
Gross overloading is unfair to
majority of law-abiding operators
An operator overloading a truck
daily can earn additional profits
of several thousands of $ yearly
Why we have regulations?

To protect our roads from excessive
wear and rapid deterioration
To ensure heavy trucks are used
safely on our roads and are not a
danger to others.
To stop unfair competition
5/12/14
Trucks are regulated

worldwide
In Europe and USA for example.
The vehicle at a weight on an axle or on
an axle group as defined by the
manufacturer and plated on the vehicle,
or
as declared by the road agency.
They are usually the same.
Load Limits of Various

Countries
Country
Front Rear 1
Rear 2
Gross
Vehicle
Weight
Cambodia
19
(on group)
25
Lao PDR
4.6
8.2
8.2
21
Vietnam
10
10
and
< 11.6
25
(on group)
24
UK (Europe) plated weight

USA
Washington
DC
15
5/12/14
Challenges
Governance
Transparency
Political issues
GMS considerations for a unified
regulation
Thank you!
For More Information
(sdate@adb.org)
Web site: www.adb.org
KINGDOM OF CAMBODIA
MINISTRY OF PUBLIC WORKS AND TRANSPORT
GENERAL DEPARTMENT OF PUBLIC WORKS
CAMBODIA AXLE OVERLOAD

CONTROL PROGRAM SUCCESS
SO FAR
Presented by PHENG Sovicheano
Deputy Director General of Public Works
Vice Chair of National Permanent Axle Overload Control
Committee (PAOCC)
1
CONTENTS
Six
1.
2.
3.
4.
5.
6.
Basic Principles for Success:
National Comprehensive Axle Overload

Control Program (Plan of Overload
Equipment / Stations 2007-2011)
Physical Infrastructure Construction of
Practical Permanent Weight Stations (PWS)
Axle Overload Control Legal Tools
Human Resources Capacity Development
Ministrys Strong Commitment & Good
Cooperation from Stakeholders
Incentives Program
The Way Forwards
Comprehensive Axle Overload

Control Program 2007-2011
National
Comprehensive Axle
Overload Control Program was
completed in Mar 2007
Distribution Plan (NCOCP) of
Overload Equipment/ Stations
(DPOES) was completed in Oct 2007
National Comprehensive Axle

Overload Control Program
continued
DPOES
prepared in line with the

Cambodia Road Development Master
Plan (CRDMP) for the period of 2007-2011
DPOES provides strategic locations of
Permanent Weight Stations (PWS) and
Portable Weight Scales Stations (PWSS)
Road development in Cambodia within
2006 2010 faster than CRDMP
7
Physical Infrastructure
Permanent Weight Station (PWS)
Nine
PWSs have been built so far, Seven

financed by ADB and Two financed by
JICA
Four more PWSs to be built within the next
3-4 years
PWSs have been and will be built on GMS
routes or their diversion routes
Overload Physical Infrastructure

Permanent Weight Station (PWS) (continued)
Design
l
of PWSs:
Practical and simple / easy to repair and

maintain
Fast Weight in Motion (FWIM) with red/blue lights ;
save times for non-overload trucks
Low Speed Weight in Motion (SWIM) with red/blue
lights for law enforcement
PWSs are well equipped with roofing, all

necessary office equipment, communication
equipment, cash safe, among others
CCTV Camera for good governance issue
10
VIEW OF WEIGH STATION
HIGH-SPEED WIM
Traffic Lighting for H-Speed WIM
LOW-SPEED WIM UNDER 5Km/H
Traffic Lighting for H-Speed WIM
EQUIPMENT IN CONTROL OFFICE
UNLOADING
Overload Control Legal Documents
Traffic Law , Chapt. 54 on overload limits & 84 on

penalty
Sub-decree No. 141 dated 31 Aug 2009 on
establishment of (i) the National Axle Overload Control
Committee (Policy Level), (ii) Permanent Axle Overload
Control Committee (Management Level), & (iii) Overload
Operation Team (Operation Level)
Prokas No. 411 dated 2 Sept 2009 on Load limits
allowed on road network in Cambodia
Joint Prokas No. 536 dated 22 Sept 2010 on Penalty
Application
Technical Operational Guidelines of PWS
Equipment Operation & Maintenance Manual
Internal Rules for Codes of Conducts
18
AXLE LOAD REGULATION
6Ton
10Ton
11Ton
19Ton
24Ton
TOTAL LOAD REGULATIONS

16Ton
35Ton
21Ton
40Ton
25Ton
30Ton
35Ton
35Ton
40Ton
10
TECHNICAL OPERATION GUIDELINES

OF PWS
KINGDOM OF CAMBODIA
Vehicle Management System (VMS)
Operation and Maintenance M

anual

SINGAPORE TECHNOLOGY INVESTMENT CENTER

SAMIN DATA SYSTEM
11
12
13
14
15
16
Human Resources Capacity

Development
Gradual
l
l
l
change of PWS staff mindset
PWS is an working office

Staff must wear uniform during working hours
Staff to adhere to Internal Rules during
working hours
Continuing
training of PWS staff in Axle

Overload Regulations, Technical
Operational Guidelines, Equipment
Operation and Maintenance Manual
33
Human Resources Capacity

Development (continued)
Internal Rules, and Report
Writing
l Axle Overload Control Forum
with Transport Operators
l On and off media campaigns via
TV and News Papers
l
34
17
01- October-2009
01-October-2009
18
02-October-2009
06-September-2010
19
08-September-2010
Strong Commitment & Good

Cooperation among Stakeholders
MPWT
to set Right Policy and Strategy

Strong support, commitment, and critical
understanding the overload issues by ADB
Continuing support to the overload
program by ADB and JICA
Restructuring the PAOCC to meet the new
challenges, e.g. re-structuring PAOCC,
delegation of power to PDPWTs and
Provincial Authorities
40
20
Incentives Program
Incentives
of 60/40 percent, but it is

gradually fade away due to decrease
of overload activities
Permanent Incentives regardless of
bonus from penalties
41
The Way Forwards

Upgrade
National Comprehensive Axle

Overload Control Program 2011- 2015
Reform the Current Overload Structure
when needed to meet challenges
Address Good Governance Issue
Awareness Campaign to Truck Operators
on Overload Issue
Upgrade and maintain PWS Facilities
Regular Capacity Building
42
21
43
22
5/12/14
Innova&ons of
(MRD)
Dr. CHAN Darong, Director General

STATUS OF RURAL ROADS

The length of the rural road: 38,527km
(more than 75% of the total road network :
44,300 km)
Management of Rural Roads: Ministry of
Rural Development (MRD)
Na&onal and Provincial Roads: Ministry of
Public Works and Transport (MPWT)
5/12/14
RURAL ROADS IMPROVEMENT PROJECT

The project improve 505.4 kilometers of
priority rural roads in Seven Provinces.
Upgrade road surface from earth/latorite to
Double Bituminous Surface Treatment(DBST)
Provide reliable all-year, all-weather access
to agricultural rural areas
Serving about 560,000 beneciaries.
PROJECT LOCATION MAP
LEGEND
Target Provinces for
Improvement of Rural Roads
5/12/14
CURRENT SITUATION ON RURAL ROADS
STOP!
Overloading!
Damaged
roads!
Overloaded truck damaging road surfaces
MRD
What do we to do?
AXLE LOAD CONTROL ON RURAL ROADS
Mobile Weigh Scales
NEED SUBDECREE
For
AXLE LOAD CONTROL
ON
RURAL ROADS
Enforcement
5/12/14
AXLE LOAD CONTROL SUBDECREE
Single axle overloaded

Over 10 ton
Total weight overloaded
Both should be ned and unloaded
Proposed Ins&tu&onal Structure
5/12/14
Implementation Scheme
Portable Weigh Scale

Accurate as
Permanent
Weigh Station
Maintain Axle
Load Data in
Attached
Recorder
Monitoring and Audit on

Operation Schedules
And Financial reports
To Ensure Transparency
Overloaded trucks
are fined
GOOD
Governance!!!
5/12/14
MONITORING AND AUDIT MECHANISM

1. Axle Load Control Data Recording
All measured axle load data will be recorded in the device attached
to a mobile weigh scale together with the coordinates of location
obtained by handheld GPS equipment.
2.
Recording the Trace of Axle Load Mobile Unit

Operating trace of Axle Load Control Vehicle will be obtained by a
GPS Positioning Recording Device attached to the vehicle of
mobile unit.
3. Data Analysis and Audit

Axle load control data (Time and location) and the vehicle operating
trace of mobile unit will be cross checked and analyzed.
Public Awareness
Leaets on Opera&ons
of Axle Load Control
Newspaper
Ads
TV commercials
Seminars to truck drivers

and truck companies
MRD Hotline for

complaints
5/12/14
COMMUNITY PARTICIPATION
The local villagers can inform MRD the
appearance of heavily loaded trucks on rural
road network through the HOTLINE of MRD
shown in the poster/leaet distributed to
every village.
District and Commune level workshop and
seminar will enhance community
par&cipa&on.
Protect our road assets ourselves!!!
Thank you !
Road Maintenance and

Axle Load Control
Station Management in
Vietnam
ENG. NGUYEN DUC THANG
DEPUTY GENERAL DIRECTOR
DIRECTORATE FOR ROADS OF
VIETNAM
contents
Part 1. Road maintenance Management
P2. The overview of the axle load control station on roads
P3. The operations of axle load control stations in Viet Nam.

P4. The two pilot axle load control stations, NH1, Dong Nai
province and NH18, Quang Ninh province.
P5. REcommendations
Directorate for Road Of Vietnam

Directorate for Roads of Viet Nam (DRVN) is an
government agency to advise and assist the Minister of
Transport in state management on road transport and
implement state management tasks on road transport in
the whole country.
DRVNs duty and responsibility are defined according to
the decision No 107/2009/QD-TTg dated 26 August 2009
of Prime Minister
Main tasks
Researching strategy, planning and programming for the development of road transport;
Participate in the setting up legislation regarding to road transport sector;
Managing and maintaining the road network;
Administrating road transportation sector,
vehicle and the works of training, examination for the issuing driver licence.
Organisation of DRVN
Leadership
Infrastructure
&
Road Safety
Dept.
Financial
Dept.
Science,Technology,
Environment
& Intl Coopern
Dept.
Two Training
Schools of Road
Technician:
North
& Sourth
Transport
&
Legislation
Dept.
Road
Vehicle &
Management
Driver
&
Management
Maintenance Dept
Dept.
Planning and
Investment
Dept.
Five
Road Project
Management
Units:
No.2, 4, 5 & 7
Four
Regional Road
Management
Units:
No. 2, 4, 5, 6 & 7
Road Maintenance
& Management
Companies:
2xx, 4xx, 5xx & 7xx
Personnel
Dept.
Road
Transport
Vocational
School
Cabinet
Road
Construction
& Management
Administration
Road
Inspector
Driver
Vocational
School
Four
Road Engineering
Centers:
No. 2, 4, 5 & 7
Road
Engineering
Center
Legend:
According to the decision
No. 107 by Prime Minister
Others
Vietnam Road Network
Total length: 280,008 km
100
200
Kilometers

Composition by Kilometers
17,025
7,837
16,839
25,449
212,857
National R oad
Urban R oad
Provincial R oad
Specialized R oad
D istrist/C ommune R oad
100
200
Kilometers

Classification by Lengths
8.8%
21.8%
18.6%
16.2%
19.6%
15.0%
C lass I
C lass I V
C lass I I
C lass V
C lass I I I
C lass V I
0
100
200
Kilometers

Classification by Surface Types (km)
1.00%
10.00%
12.00%
49.00%
28.00%
C ement C oncrete
A tphalt C oncrete
Gravel
E arth R oad
Bituminous
100
200
Kilometers
National Road
Total Length: 16,839 km
100
200
Kilometers
National Road
Classification by Lengths
16.2%
6.8%
23.8%
15.0%
18.6%
19.6%
C lass I
C lass I I
C lass V
C lass V I
C lass I I I
C lass I V
200
100
Kilometers
Ng Ch u
International Roads
in Vietnam
Qu ng C hu
Nam Nin h
S n C hu
Cu Long
M a Cao
Hng Cng
Bng T- ng
Th i Nguy n
Vi t T r
H
H
H
N
N
i
i
H N
Ni
i
H i D- ng
H Long
Hi
Hi
Hi
PP
PP
Phng
hng
hng
hng
Hi
Hi
Hi
P
hng
Hi
Phng
hng
ASEAN routes
Nam nh
Louang Pr a Bang
Thanh Ha
Total length: 4237 km
!
Vinh
Vinh
Vinh
Vinh
Vinh
Vinh
Vinh
Vi eng C han
There are eight routes:

AH-1 : 1786 km (QL:1+22)
AH-13 : 504 km (QL:6+279)
AH-14 : 428 km (QL:5+1+3+2+70)
AH-15 :
82 km (QL:8)
AH-16 :
82 km (QL:9)
AH-17 : 1018 km (QL:51+13+14+14b)
AH-131 : 147 km (QL:12A)
AH-132 : 190 km (QL:24+40)
Hu
Nng
Nng
Nng
Nng
Nng
Nng
Nng
Qu y Nh n
B t Tam ban g
Bun Ma Th ut
Nh a Tr ang
Lt
Bo Lc
ng Xoi
Phno mpen h
Bi n H o
TP.H
TP.H
TP.H C
C
C
Ch
h
h
h
M
M
M
inh
inh
inh
TP.H
TP.H
TP.H
C
h
M
M
M
inh
inh
inh
TP.H C
Ch
h
M
inh
Xi Ha Nc Vi n
Vng
Vng
TTT
T
u
u
Vng
u
!Vng
Vng
T
u
u
Vng
T
u
Huy n o P h Q uc
Cn Th
Hn R i
Sc Tr ng
100
200
Kilometers
Cn o
M i C M au
Ng Ch u
International Roads
in Vietnam
Qu ng C hu
Nam Nin h
S n C hu
Cu Long
M a Cao
Hng Cng
Bng T- ng
Th i Nguy n
Vi t T r
H
H
H
N
N
i
i
H N
Ni
i
H i D- ng
H Long
Hi
Hi
Hi
PP
PP
Phng
hng
hng
hng
Hi
Hi
Hi
P
hng
Hi
Phng
hng
Asia routes
Nam nh
Louang Pr a Bang
Thanh Ha
Total length: 2570 km
Vinh
Vinh
Vinh
Vinh
Vinh
Vinh
Vinh
Vi eng C han
There are five routes:

AH-1 : 1905 km (QL:1+22)
AH-14 : 428 km (QL:5+1+3+2+70)
AH-15 :
82 km (QL:8)
AH-16 :
82 km (QL:9)
AH-17 :
73 km (QL:51)
Hu
Nng
Nng
Nng
Nng
Nng
Nng
Nng
Qu y Nh n
B t Tam ban g
Bun Ma Th ut
Nh a Tr ang
Lt
Bo Lc
ng Xoi
Phno mpen h
Bi n H o
TP.H
TP.H
TP.H C
C
C
Ch
h
h
h
M
M
M
inh
inh
inh
TP.H
TP.H
TP.H
C
h
M
M
M
inh
inh
inh
TP.H C
Ch
h
M
inh
Xi Ha Nc Vi n
Vng
Vng
T
u
u
u
!Vng
Vng
Vng
Vng
TT
TT
T
u
u
u
Vng
T
u
Huy n o P h Q uc
Cn Th
Hn R i
Sc Tr ng
200
100
Kilometers
Cn o
M i C M au
Ng Ch u
International Roads
in Vietnam
Qu ng C hu
Nam Nin h
S n C hu
Cu Long
M a Cao
Th i Nguy n
Vi t T r
H
H
H
N
N
i
i
H N
Ni
i
H i D- ng
Transit Transport Corridors
Hng Cng
Bng T- ng
H Long
Hi
Hi
Hi
PP
PP
Phng
hng
hng
hng
Hi
Hi
Hi
P
hng
Hi
Phng
hng
Nam nh
Louang Pr a Bang
Thanh Ha
!
Vinh
Vinh
Vinh
Vinh
Vinh
Vinh
Vinh
Vi eng C han
Three routes:
CK Cu Treo - Cng Ca L (QL:8+1+46)
CK Lao Bo - Cng Nng (QL9+1)
CK Mc Bi - Cng Vng Tu (QL22+51)
CK Lo Cai - Cng Hi Phng (QL70+2+3+1+5)
CK X Xa - Cng Nm Cn (QL80+63+1)
Hu
Nng
Nng
Nng
Nng
Nng
Nng
Nng
Qu y Nh n
B t Tam ban g
Bun Ma Th ut
Nh a Tr ang
Lt
Bo Lc
ng Xoi
Phno mpen h
Bi n H o
TP.H
TP.H
TP.H C
C
C
Ch
h
h
h
M
M
M
inh
inh
inh
TP.H
TP.H
TP.H
C
h
M
M
M
inh
inh
inh
TP.H C
Ch
h
M
inh
Xi Ha Nc Vi n
Vng
Vng
TTT
T
u
u
Vng
u
!Vng
Vng
T
u
u
Vng
T
u
Huy n o P h Q uc
Cn Th
Hn R i
Sc Tr ng
100
200
Kilometers
Cn o
M i C M au
Part 1. Road Maintenance Management

Annual Road Maintenance Allocation
Maintenance Program
2002
2003
2004
Routine Maintenance
190 180.548 182.677
243.99
284.2 326.175
433 469.797 524.307 551.959 655.072 749.035
Periodic Maintenance
308 329.452 416.483
621.63
662.33 661.665
938.46 1 405.02 1 381.74 1 438.38 1 847.33 1 836.14
498
865.62
946.53
987.84 1 371.46 1 874.81 1 906.05 1 990.34 2 502.41 2 585.18
676.334 738.111 826.832 1 157.23 1 320.53
987.84 1 371.46 1 874.81 1 906.05 1 990.34 2 502.41 2 585.18
15 425
17 295
Total Planning
Total Implementation
Total Km
2000
2001
510
15 425
599.16
15 425
17 295
17 295
2005
2006
17 295
2007
17 002
2008
16 839
2009
16 763
2010
16 747
2011
16 700
Source: DRVN

main issues
- The Government budget for maintenance is low, about 40% 50% of need for national roads. It concentrates only on the
new investment, without the maintenance in the proper way.
- The new technology, materials are not updated.
- The management method by quantity-payment acceptance is
inadequate. It does not encourage the diligence and creation of
labor.
- The existing road & bridge system is rapidly degrading (about
600 weak bridges, 60 - 70% national highways is low classes.

I. Allocation Solutions for Road Maintenance
1. Increasing the Government budget for the management
and maintenance.
2. Using the ODA capital in the management and
maintenance according to the advice of sponsors.
3. Implementing the concession of toll collection right of
improved highways and new highways.
4. Borrowing the loan for investment and repayment of loan
through toll collection (borrow - build - toll collection and
money return).
5. Socializing the management and maintenance to reduce the
cost and permit other organizations to maintain the road.
6. Ensuring the long term and sustainable budget for the
management and maintenance, the Road Maintenance
Fund should be established.

II. Road maintenance Renovation toward the modernization
and efficiency
1. Using the new technology and new materials such as raking,

recycling, using the atphalt carbon, bitumen.
2. Doing pilot PBC projects in order to use the efficient capital
and reduce the cost.
Some pictures of completed projects
National Road
Cu Kin, NH10
ng NH 5
ng Php Vn Cu Gi
ng NH22a (AH1)
100
200
Kilometers
Cu M Thun (NH1)
P2. The overview of the axle load control station

on roads
Main issues
- The road network has many kind of classes and constructed

according to various specifications and design standards.
- It is damaged and shortened service life due to the affect of
overloading vehicles.
- Report of WB (2006): 1,000 vehicles on per day/night
(accounting for 20%-30% out of the total number of vehicles
on this route) is violated on overloading . In which, many
vehicles contain their loads up to 80 tons or some with load
axle is up to 54 tons (see table 1).
10
P2. The overview of the axle load control station

on roads
Table 1: Overload vehicles from 1995-2003
1995
1996
1997
1998
1999
2000
2001
2002
10 months
of 2003
No of
vehicles at 1,508,081 2,242,685 1,833,044 2,309,963 2,186,718 3,125,617 2,741,344 2,645,146 1,765,944
the weight
control
stations
No of
288,429
5,277
2,691
2,536
2,723
3,292
4,149
3,110
3,006
overload
vehicle
The
6,044 13,858,220 10,470,810
quantity of
offload
goods (ton)
% overload
19.13
0.24
0.15
0.11
0.12
0.11
0.15
0.12
0.17
vehicles
(Source: The proposal on the weight control station by DRVN 2010)
WHY to Establish
the AXLE LOAD control stations on roads ?
- The overloading on roads has made a large number of

road routes, bridges degraded and shorten service life
in comparison with their design life.
- Funds are inadequate to maintain road.
Establishment of axle load control station is necessary
accordance with Article 28 and 51 in Road Law 2008
(re-edited).
11
P3. The operations of axle load control stations in

Viet Nam.
-
27 axle load control stations established in 1993
- After 10 year operations, the axle load control stations have

performed well and efficiently in preventing from violated
overloading. The proportion of overloading has reduced from
19.13% in 1995 up to 0.17% in 2003.
- 2003 - 2007: the axle load control station is stopped due to the
corruption.
- Master Plan of weigh control station system on highway network
established accordance with the Master Plan of Road transport
toward 2010 and direction to 2020.
P4. The two pilot axle load control stations, NH1,

Dong Nai province and NH18, Quang Ninh province.
1. The technology of equipment
- The equipments have met with the operation and management
requirement of Viet Nam.
- Reduction of human impacts and traffic jam thank to automation.
- The quality of equipment met the demand in the average level in
comparison with the other axle load control stations in region.
- The basic equipment system (axle load in motion, permanent axle
load detecting vehicles, camera and internet) has met its technical
requirements.
- The Vietnamese software updated and adjusted to geographic
condition and operation in Viet Nam.
12

2. The operation of two stations
- They have been constructed under the organizing process
and they have been operating in 24/24 hrs and continuously
through the weeks and months
- The co-ordination mechanism has done well between the
axle load control stations, Transport Inspection, Transport
Police, and Military Control. This mechanism has signed by
Quang Ninh People Committee, Dong Nai People
Committee, DRVN, and MOT.

3. Disadvantages:
-Lack of construction standards of axle load
control station.
-The improper location of stations.
-Ununiformed equipment, low stability and low
accuracy to delay operation of this station for
maintenance and fixing problems.
13

4. General overview
-Raising awareness of the drivers, vehicle owners.
-Limiting violations by detecting overload and
over side vehicles.
-Reducing number of overload vehicles on national
highways and. As reported in Dau Giay axle load
station, the number of the overload vehicles down
from 23.35% in 2009 to 19.17% in 2010 (see table
2).
Table 2: The data of the axle load control stations
No
1
2
4
5
The total vehicle

volume
The violated
vehicles at the
weight in motion
The total vehicles
under the
permanent weight
control
The violated
vehicles
The violated
vehicles be fined
Qung Ninh
2010
The total
vehicle
%
volume
2009
The total
vehicle
volume
Du Giy
1,981,228
100.00
5,376,076
100.00
6,066,847
100.00
90,111
4.55
95,785
1.78
34,839
0.57
4,196
4.66
54,783
57.19
44,548
127.87
2,667
63.56
41,990
76.65
36,010
80.83
1,523
36.44
12,793
23.35
8,538
19.17
2010
The total
vehicle
volume
14
P5. REcommendations
1. MOT submit the Prime Minister for acceptance of construction
the axle load control station accordance with the Master Plan of
weigh control.
2. Upon the experiences of the two pilot stations, DRVN will review
the operation of above two pilot stations and consider station
locations before further implementation.
3. The technology standards from the European COST-323 and the
United Stated ASTM 1318 should be applied nationally for the
axle load control station system. It should be followed the model:
axle load in motion Low speed axle load in motion
permanent axle load.
P6. REcommendations
4. The EPC contract for one project should be applied.
Priority on the Vietnamese devices and equipment ensure
the Vietnamese enterprises to be active in maintenance
work afterwards.
5. The two pilot stations have been operated under the
temporary mechanism while awaiting approval from Prime
Minister to implement the Master Plan of weight control
station to continue operate continuously these two stations.
6. Viet Nam will implement different phases of this Master
Plan, it is necessary to secure funds from international
finance institutions.
15
THANK YOU.
16
5/12/14
DEVELOPMENT OF CARBON NEUTRAL

TRANSPORT CORRIDORS:
Study on low carbon freight and forestry (EWEC)
15th September 2011
Naeeda Crishna, Carbon Footprint Specialist,
Focus: East-west Economic Corridor (EWEC)

GMS ECP is delivering economic growth
in the GMS through developments in
transport, energy, tourism, agriculture
and other sectors
Transport corridors are expected to result

in increased transport and increased
Greenhouse Gas Emissions (GHGs)
Transport is responsible for 9% of GHG emissions in the GMS (exc. PRC).

LogisIcs consItute 5.5% of global GHG emissions, and increasing year on year
especially freight transportaIon
5/12/14
Carbon impact of road transport in the GMS

Development of sub-regional roads in the GMS come with signicant
environmental impacts, parIcularly increasing GHGs.
Indirect impact:
Road development facilitates
deforestaLon and land use change
this leads to less carbon stocks
Direct impact: Increased trac is

associated with increased fuel use
(e.g. diesel, petrol) and carbon
emissions
Carbon emissions from EWEC

EWEC - carbon intensity across different
sections
VN - 10
VN - 9
LAO - 8
LAO - 7
TH - 6
TH - 5
TH - 4
TH - 3
TH - 2
TH - 1
0.0
* Excludes Myanmar
5.0
10.0
15.0
20.0
25.0
1000' tCO2 / km / year
Emissions from EWEC (transport only) ~ 1 million tCO2 in

2005 (freight transport ~ 0.6 million tCO2)
Emissions projected to increase to ~ 3 mtCO2 by 2025
Overall, 55% aWributed to freight transport

5/12/14
What is a Carbon Neutral Transport Corridor?

CNTC iniLaLve
has a dual
focus:
Transport
Forestry
Transport
focuses on
increasing
freight
eciency,
reducing freight
fuel costs
WHAT
WHAT
Proposed
Proposed
CNTC
CNTC
definition
definition
HOW
HOW
Proposed
Proposed CCNTC
NTC ffeasibility
easibility sstudy
tudy
Baseline
Baseline //
carbon
carbon
footprint
footprint
assessment
assessment
Define
Define CCO2
O2 bbaseline,
aseline,
projections
projections aand
nd
target
target
Increasing
Increasing ffuel
uel
efficiency
efficiency oof f
freight
freight
transport
transport
Transport
Transport
policy
policy // f freight
reight
study
study
Assess
Assess ppolicy,
olicy, ppilot
ilot
activities
activities tto o rreduce
educe
freight
freight eemissions
missions
Offset
Offset
emissions
emissions
through
through
reforestation
reforestation
Carbon
Carbon
sequestration
sequestration
feasibility
feasibility
study
study
Identify
Identify fforestry
orestry
carbon
carbon
sequestration
sequestration
projects
projects
Net
Net zzero
ero GGHG
HG
emissions
emissions
Increasing fuel eciency along logisIcs supply chain

LogisIcs can be divided into 4 broad areas of operaIons where
improvements or measures can be adopted / taken to reduce GHG
emissions and fuel costs:

Fleet / asset
Management and
opImisaIon
OpLmize loads
Vehicle
maintenance
Fleet upgrade /
retrot
Use of alternate
fuels
Training and
communicaLon
driver programs
Freight
Management
Freight
consolidaLon
Goods
monitoring
Packaging
Warehousing and
Inventory
Management
Building
Management
Inventory
Management
Use of energy
ecient
technology
Network
Reduce
blockages e.g.
CBTA &
customs
procedures
opLmizaLon
Speed
management
Freight modal
split
5/12/14
Transport policy and freight assessment study

Logistics costs in Thailand / GDP
20.0%
15.0%
% of GDP
LogisLcs costs
administraLon,
inventory / holding,
transport
High logisLcs costs in the
region, esLmated at ~
18% of GDP, partly
aWributable to the cost
of transport
LogisLcs performance
aects compeLLveness
of corridors, countries

10.0%
5.0%
0.0%
Logistics Admin.
2004
Inventory Holding
2005
2006
Transportation
2007
2008
Source: NESDB, 2010

Logistics performance - World ranking out of 155
countries
Customs
Infrastructure
Logistics quality and
competence
Timeliness
Overall global
ranking
Lao PDR
Thailand
Viet Nam
113
132
39
36
53
66
137
39
51
89
48
76
118
35
53
Source: World Bank, 2010

Some iniLal ndings from
interviews with freight
companies in Thailand, Lao PDR,
Viet Nam:
Empty running - 25% to 50%, beWer
logisLcs management capacity
needed
Fuel consumpLon the main factor
aecLng operaLng costs - need for
fuel eciency measures
Vehicle eet in countries need
improvement, average truck life over
20 years
5/12/14

Business barriers and fuel eciency needs vary by country
Major business barriers
Preference for FE schemes
Thailand -
LogisLcs management,
driver training
Not enough well trained drivers

CNG supply limited in some areas, costs to
businesses in terms of delays
CompeLLon from bigger companies
Viet Nam
Not enough demand, load (Da Nang),

CompeLLon from other companies,
High interest rates inhibits vehicle purchase
Retroing vehicles with

fuel ecient technologies,
access to funding (interest
rates very high)
Lao PDR
Access to funding for new

Fuel costs are a big proporLon of operaLng costs vehicles, capacity building
in eet management
Access to nancing for new trucks are needed
Forestry - carbon sequestraIon study

Prefeasibility in 2007 esLmated tree plantaLon area
required to sequester CO2 emissions from freight (to
2015) ~ 150,000 ha
Current study focus on Lao PDR, idenLed large areas of
degraded forest / shrub land within EWEC provinces that
could be planted for mulLple benets
5/12/14
PotenIal outputs and acIviIes in a CNTC

Avoid fuel use / GHG emissions
Improve load occupancy, strengthen safeguards
Reduce fuel use / GHG emissions

With manufacturers, improve access to insLtuLonal nance, guarantee,
insurance etc. for clean tech / fuel
With operators, establish nancial models to upgrade / retrot eet
Improve driver behavior to reduce fuel use (example, regularized vehicle
maintenance)
Policy iniLaLve to promote fuel eciency standards (example, through
FRETA, GMS governments)
Oset GHG emissions / reforestaIon

Pilot agreements to capture funds from infrastructure projects (e.g. carbon
levy) to compensate for carbon sink loss which could be used to fund
reforestaLon/ conservaLon projects
Establish community level mechanisms for forest protecLon/ restoraLon
Next steps
Technical meeLngs with policy
makers to discuss policy barriers
Workshop for freight operators to
validate results of study and
recommendaLons for freight sector
IdenLcaLon of possible private
sector transport companies could
be involved in future stages of
work.
Development of pilot project design
CDTA on low carbon transport and
safeguards for Thailand in 2013
5/12/14
Environmental Safeguards
NaLonal and Development partners environmental policies are
subjecLng infrastructure development project to stronger
safeguard measures
YOU!
Thailands road and hTHANK
ighway sub-sector
safeguards requirements
are at par with internaLonal best pracLces (broad framework of
environment laws and regulaLons)
Monitoring and
compliance capacity of DOHs environment unit
naeeda@gms-eoc.org
needs to be strengthened
Project screening process

InnovaLve miLgaLon/oset mechanisms
Involuntary reseWlement policies and implementaLon of guidelines
Stronger public parLcipaLon
Environmental performance monitoring
OccupaLonal health and safety standards and guidelines
Trainings to technical sta of DOH environment unit
Fifteenth Meeting
of the GMS Subregional Transport Forum
Vientiane, Lao PDR, 14-15 September 2011
Integrated approach to addressing

facilitation issues in international
land transport
Mr. Fedor Kormilitsyn

Economic Affairs Officer
Transport Facilitation and Logistics Section
Transport Division
The Need for a Regional Strategic Framework

o Results of facilitation efforts in 20 years
n Findings in latest UNESCAP study and other studies
n Some progress but limited and slow
n Intl road transport still very difficult due to numerous nonphysical barriers
o International conventions: limited participation

o Subregional agreements:
n Long negotiation/ratification, yet implemented
n Legal conflicts in some areas in overlapped countries
o Bilateral agreements:
n Quick negotiation/ratification
n Difficulties in formalities other than transport
n Constraints in transport services
o Fragmented facilitation measures/projects
What the Regional Strategic Framework can do?
o Long-term common targets/strategy for

member countries and their development
partners (incl. UNESCAP)
n To increase effectiveness of facilitation measures/
projects
n To increase coordination among different facilitation
measures/projects
n To avoid inconsistency in facilitation efforts
n To avoid conflict between different facilitation
agreements/measures
o Direction of future possible development

o Reference and guide
n Not legally bound like agreement
n No commitment required for implementation
n No timetable for implementation
Proposed Regional Strategic Framework (RSF)
o Long-term common targets for essential

issues
n road transport permits & traffic rights
n
n
n
n
n
visas for professional drivers & crew

temporary importation of road vehicles
insurance of vehicles
vehicle weights & dimensions
vehicle registration & inspection certificates
Proposed Regional Strategic Framework(RSF)
o Strategies on key modalities for facilitation

of international road transport
Building an effective legal regime
Wider application of new technologies
Development of professional training
Establishment/strengthening of national facilitation
coordination mechanisms
n Promotion of joint control at border crossings
n Promotion of economic zones at border crossings, dry
ports and logistics centres
n
n
n
n
n Further application of facilitation tools
RSF History
o First discussed at UNESCAP Regional Meeting
on Cooperation for Facilitation of International
Road Transport, Beijing, China, 30 May - 1 June
2011
o Further discussed at the Expert Group
Meeting on Preparation for the UNESCAP
Ministerial Conference on Transport,
Bangkok, 14-15 July 2011
o To be considered and adopted at the
UNESCAP Ministerial Conference on
Transport, Bangkok, 14-18 November 2011
Specific issues relating to facilitation of

International Railway Transport
o Requirements for intl railway transport

n Common laws/regulations/standards
n Close cooperation in operation
o Systems used in the region
n Inter-Governmental Organization for International
Carriage by Rail (OTIF)
n Organization for the Cooperation of Railways (OSJD)
n Bilateral arrangements
o Immediate need for unification
n Inter-Governmental Agreement on the Trans-Asian
Railway Network, entered into force in 2009
n Priority shift to railway transport
n Initiatives on railway links
Common CIM/SMGS Consignment Note

o Common CIM/SMGS consignment note
n Applicable with effect from 1 Sept. 2006
n Conditions of use
o The CIM/SMGS consignment note may be used
as a CIM consignment note in the area in
which the CIM applies and as an SMGS
consignment note in the area in which the
SMGS applies. The same principle also applies
to the use of the CIM/SMGS consignment note
as a customs document
o Difficulties
n Contractual arrangements (legal provisions
and requirements) under CIM and SMGS
and domestic laws
n Limited use
Unification of railway laws
o Starting place: Pan Europe & Euro-Asian

transport corridors
o Facilitator(s): UNECE (and UNESCAP?)
o Step-by-step approach
n MOU or resolution or declaration on general terms
and conditions for Euro-Asian rail transport
contracts including common consignment note
n Model regulations for international rail transport
n International convention on international rail
transport
o Opportunity for the region:

n Common system for more efficient railway transport
across the region and with Europe
Thank you.
5/12/14
GMS :
New Strategic Framework 2012-22
15th Mee9ng of
GMS Subregional Transport Forum
Vien9ane, Lao PDR
Vision and Goals

Mekong sub-region: more integrated, prosperous
and equitable
GMS Program will contribute sub-region through:
Enabling policy environment and eecAve
infrastructure linkages - facilitate cross-border
trade, inv, tourism and other econ
cooperaAon;
The development of human resources and
skills competencies
To ensure that this development process is
equitable and sustainable, environment and
social interests will be fully respected in the
formulaAon and implementaAon of the GMS
Program
5/12/14
Areas for Fine-Tuning

More aEenAon to mulA-sector coordinaAon and cross-
sector links including balancing development with
concern for environment
More eecAve focus on soGware aspects of Program
as complement to conAnued focus on hardware; also
recogniAon that new SF and Program will be more
knowledge intensive
More selecAvity and more prioriAzaAon of focus areas
within sectors + some rebalancing of aEenAon and
resources across sectors to enhance overall
eecAveness and impact of Program
Increased links with broader regional integraAon
agenda leading to more clarity on what regional issues
will be covered by GMS and what beEer leG to other
regional organizaAons
GMS Program to con9nue to focus on broad

range of sectoral and mul9sectoral priori9es
Developing the GMS economic corridors
Strengthening road and rail linkages
Developing an integrated approach to deliver sustainable, secure
and compeAAve energy
Improving telecommunicaAons linkages across the GMS countries
Developing and promoAng tourism in the Mekong as a single
desAnaAon
PromoAng compeAAve, climate-friendly and sustainable agriculture
Enhancing environmental performance in the GMS
SupporAng HRD iniAaAves that facilitate the process of GMS
integraAon while addressing the negaAve consequences of greater
integraAon
5/12/14
GMS Corridor Development

New SF anchored on corridor development approach
Strategies and acAon plans prepared for each corridor that
recognizes inter-linkages across sectors while focusing on few high-
prole iniAaAves, including:
Further infrastructure development, including in border towns and

towns along the corridors; also rural road development to feed into
corridors
Improvements in transport and trade facilitaAon (TTF); comprehensive
approach now in place
BeEer investment promoAon for special economic zones established
along borders
Further development of corridors also needs to take account of

food and energy security and climate change concerns
ECF will conAnue to focus on development of corridors; role may be
redened to include broader range of cross-sectoral responsibiliAes
Transport
Will remain criAcal component of GMS Program; guided by
Transport Strategy 2006-15, including review and updaAng
Focus on encouraging mulA-modalism, parAcularly inclusion of
railways (both hardware and soGware), improving road safety,
mainstreaming climate change consideraAons into transport
development etc
Energy
Focus on both hardware and soGware -- regional power
market; energy eciency, development of renewable energy
sources and promoAon of clean technologies; and promoAng
realizaAon of GMS segments of trans-ASEAN gas pipeline
5/12/14
TelecommunicaAons
Updated sector strategy will be prepared to
strengthen sector cooperaAon, idenAfy and
prioriAze superhighway network infrastructure
needs, build capacity for use of advanced
technology, and promote ICT applicaAons

Tourism
Guided by refocused GMS Tourism Strategy
Focus now on implementaAon of three
consolidated programs : Tourism-related Human
Resource Development, Pro-poor Sustainable
Tourism Development, and Sustainable MarkeAng
and Product Development Program

Agriculture
GMS countries agreed on new strategic direcAons

in agriculture as reected in Core Agricultural
Support Program Phase II

Environment and Bio-diversity

Focus on bio-diversity conservaAon and poverty

alleviaAon, climate change adaptaAon and
miAgaAon, and capacity development
Capacity Building and InsAtuAonal Development;
Sustainable Development Planning and Decision
Support Systems; Strengthening of Country
Safeguard Systems; Ecological Landscape
Management

4
5/12/14
Human Resource Development

Strategic Framework and AcAon Plan approved in 2009
aims to support iniAaAves that directly facilitate
process of sub-regional cooperaAon and integraAon
and address cross-border issues directly linked to GMS
integraAon
AcAon plan covers ve areas:
PromoAng regional cooperaAon on educaAon and skills
FacilitaAng safe labor migraAon within the GMS
SupporAng communicable disease control in the GMS
Enhancing regional cooperaAon in social development
Strengthening human resource development cooperaAon
in the GMS
ImplemenAng the SF (1)

Resource MobilizaAon
Financing needed for further hardware
investments: mulAsector investments, roads,
railways, energy, telecommunicaAons
In addiAon to further nancing from ADB, need to
tap into other ocial sources (bilateral,
mulAlateral, global funds)
More private nancing also criAcal including
through public-private partnership modaliAes
5/12/14

Knowledge Plaborm:
Complex soGware and second generaAon issues require
high quality analyAc work and eecAve consensus building
processes
To address these requirements, knowledge plaborm
should be established as integral part of Program and
necessary resources mobilized
Strategic Alliances and Partnerships:

GMS should help drive some of the broader objecAves
related to ASEAN integraAon
Program also needs to work more closely with other sub-
regional organizaAons such as MRC, BIMSTEC, and
ACMECS

Capacity Building
Program will maintain focus on capacity building, parAcularly

for lower income countries
Phnom Penh Plan will remain a priority
Other sectoral iniAaAves will also have capacity building as
major component
Engagement with Private Sector and Other Stakeholders
Program recognizes criAcal role of private sector as engine of

development
Enhanced role of a more inclusive GMS Business Forum
Program will reach out more eecAvely to other stakeholders
ConsultaAve mechanisms in design, implementaAon and
monitoring of GMS projects will be emphasized
5/12/14

Sectoral Forums and Working Groups
Most GMS forums and working groups taken steps to enhance

eecAveness
May be desirable to establish separate secretariats for more
working groups (as is now in place for tourism and environment
working groups)
More major insAtuAonal change/strengthening needed in some
cases e.g. establishment of Regional CoordinaAon Center for
power trade
Role of External Partners
ADB requested to retain its secretariat role

Member countries also requesAng other external partners to
more acAvely support Program as nanciers, knowledge
partners etc

Monitoring and EvaluaAon
Absence of good informaAon and eecAve use of such
informaAon constraining eecAveness of GMS iniAaAves
Processes for monitoring and evaluaAng ADB supported
GMS projects very helpful but not subsAtute for good
overall monitoring and evaluaAon system for GMS
Program as a whole
New SF will focus much more specically on results to be
expected from each of sectoral iniAaAves and Program as
whole
Expected results will be carefully monitored by Working
Groups, GMS senior ocials and GMS Ministers
5/12/14
Results Focus of the new GMS SF

Common framework that links various sectoral
forums and working groups to specic
intervenAons, specic results and eventual
improvements in GMS level outcomes and
impacts
Five levels of change are involved:
Level 1 GMS Bodies and InsAtuAons
Level 2 GMS IntervenAons
Level 3 Changes in Sector Outputs
Level 4 Changes in Sector Outcomes
Level 5 Regional Impacts
Regional
Impacts
GMS Strategic Framework: Results Framework Transporta9on

Increased economic growth and
reduced poverty across the GMS
Increased road
and rail safety
Sector
Outcomes
Sector
Outputs
Priority road
transport
corridors in
place
Controlled GHG
emissions
Reduced travel
costs and Ames
GMS
Inter-
venAons
GMS
Bodies
Increased cross
border movement of
people and goods
Increased
mulAmodal
infrastructure
All GMS
countries
connected to a
GMS rail
network
Open market for transport

services across GMS borders
for all modes
Sub-regional
transportaAon
infrastructure and
systems planning
Increased climate
change resilience
Sustainable infrastructure
maintenance throughout
GMS transport network
PromoAon of
investment in,
use of, and
compeAAon
between
transport modes
on routes /
corridors
PromoAon of
increased
eciency in
transportaAon
systems
GMS Rail
CoordinaAon Oce
Improved ecosystems
and biodiversity
Increased use of lower
carbon transportaAon
systems
Streamlined and
harmonized
procedures for
cross border
movement by rail
Increased
resilience of
transportaAon
infrastructure to
climate change
Increased role of private sector

in operaAons of port, mariAme,
rail, and road subsectors
Technical assistance
to prepare naAonal
rail strategies and
investment studies
and funding
strategies
Common
technical
standards for
interoperability,
operaAng rules,
and safety
standards for rail
Upgrading
capacity of
exisAng rails
lines
Transport
Forum
5/12/14
GMS Strategic Framework: Overall Results Framework
Regional
Impacts
Sector
Outcomes
Increased economic growth, reduced poverty, and environmental sustainability across the
GMS
Economic
corridors
established
Sector
Outputs
GMS
Inter-
venAons
All GMS
countries
connected
to a GMS
rail
network
PromoAon of
development
of economic
corridors and
trade
facilitaAon
insAtuAons
Sub-regional
transportaAon
infrastructure
and systems
planning
GMS
Bodies
Increased use of
energy by all sectors
and communiAes
parAcularly the poor
Increased cross-border
ows: investment, trac,
labour migraAon, with
reduced human tracking
Enhanced
labor
migraAon
management
systems and
social
protecAon for
migrant
workers
Increased generaAon of
energy from indigenous,
low carbon, and
renewable sources
Increased access
to informaAon
and
communicaAons
Improved tele-
communicaAons
linkages amongst
GMS countries
Increased connecAon of
GMS country power
systems funcAoning of
regional power market
PromoAon of
regional
cooperaAon in
educaAon and
skills
development
PromoAon of
environmentally
sustainable
regional power
trade planning
SupporAng
communicable
disease control
and HIV and
AIDS
prevenAon
PromoAon of
environmentally
friendly oil and
natural gas
logisAcs and
network
Transport Economic Working Group on

Forum
Corridors Human Resource
Forum
Development
Sub-regional
Energy
Forum
Capacity building
and promoAon
of informaAon
and
communicaAon
(ICT) technology
especially for
rural dwellers
Tele-
communicaAons
Forum
Increased
tourism with
reduced negaAve
impacts
Improved
tourism
infrastructure
(pro-poor, pro-
women, and
environmentally
friendly)
Increased
sustainable
agricultural
producAon
Science based
regional
safety
standards
operaAonal
Increased
conservaAon
of nature
Strengthened
protected
area networks
Increased
resilience of
agriculture to
climate
change
Capacity
building and
training of
government
ocials ,
tourism and
hospitality
enterprises
DraGing of
Strengthening
science-based
WGE and
harmonized GAP NSUs
and food safety
standards
Upgrading
of tourism
training
faciliAes
Regional
sustainable
biofuel and
biomass policy
Tourism
Working
Group
Working
Group on
Agriculture
EOC operaAng
as GMS
environmental
referral and
service center
Working
Group on
Environment
Looking Ahead
SOM/TF on 1 Nov
Final review
Review of preliminary indicaAve investment plan
4th GMS Summit 19-20 December, Myanmar

Endorsement and adopAon
Regional master planning exercise

5/12/14
Looking Ahead (2)

RMP 2 phases, overlapping; 18th MC
Phase 1: DiagnosAcs; AnalyAcal assessment at
regional, naAonal, sector and subnaAonal levels;
macro framework (Jan-Dec 2012); pilot GMS
Knowledge Plaborm, $ 2 million ADB RETA
Phase 2: Sector and mulAsector planning; project
prioriAzaAn; select pre-project feasibility studies;
investment nancing plans; (July 2012-Mar 2013)
InsAtuAonal/capacity strengthening + post-
planning/implementaAon support
THANK YOU!
10

Proceedings of The Fifteenth Meeting of The GMS Subregional Transport Forum

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September 2011

REG: Greater Mekong Subregion Economic

Greater Mekong Subregion Economic Cooperation Program

Fifteenth Meeting of the GMS Subregional Transport Forum

Session 1. Country Status Reports on Priority Transport Projects

Proposed GMS Railway Coordination Office (RCO)

Mr. Broch summed up the results of the session, as follows:

Session 3. Briefings on Transport and Trade Facilitation (TTF) Initiatives in the

Session 3-A. Updates on GMS TTF Initiatives

Wrap Up of First Day Sessions

Co-Chair wrapped up the first day sessions, as follows:

Day 2 Proceedings: 15 September 2011

Session 4. Briefings on Transport-Related Initiatives in Other GMS Sectors

Mr. Boualith Pathoumthong, Deputy Director General, Department of Transport,

Session 5: Statements/Updates from Other Development Partners

Fifteenth Meeting of the GMS Subregional Transport Forum

PROVISIONAL PROGRAM AND AGENDA

Building and Sustaining 15 Years of Transport Cooperation in the GMS

Group Photo Session

Session 1. Status Reports on Priority Transport Projects

Presentations by: Cambodia and the Peoples Republic of China

Presentations by: Lao Peoples Democratic Republic, Myanmar,

Session 2. Proposed GMS Railway Coordination Office (RCO)

(2-A): Background on the Issues and Rationale for the

(2-B): Presentation on the Proposed Plans and Key Issues

Reactions from Discussants:

Summary of Agreements on the Proposed Plans for the RCO

Session 3. Briefings on Transport and Trade Facilitation

Initiatives in the GMS

(3-A): Briefing on the Program of Action on Transport and

Mr. Pradeep Srivastava

(3-B) Briefing on the Establishment of a GMS Freight Transport

Wrap Up of First Day Sessions

Dinner (Hosted by ADB)

Session 4. Briefings on Transport-Related Initiatives in Other

Background on Trends and Practices

Facilitator: Mr. Shihiru Date

Southeast Asia Department, ADB

Mr. Boualith Pathoumthong

(iii) Viet Nam

(4-B): Presentation on the Initiative to Develop Carbon-Neutral

Session 5: Statements/Updates from Other Development

Session 6: Briefing on the Proposed New Strategic Framework

Presentor: Mr. Pradeep Srivastava

Session 7. Other Matters

Wrap Up of the Meeting

GREATER MEKONG SUBREGION

Mr. Chan Darong (H.E.) (Presentor)

Mr. Pheng Sovicheano

Mr. Hong Sinara (Head of Delegation)

Mr. Soeung Sokong

Mr. Suon Vanhong

Mr. Ouk Ourk

PEOPLES REPUBLIC OF CHINA

Mr. Wang Conggui

Mr. Sommad Pholsena (Head of Delegation)

Mr. Math Sounmala (Chair)

Mr. Viengsavath Siphandone

Mr. Sompong Pholsena

Mr. Somsana Rassapong

Mr. Boualith Pathoumthong (Presentor)

Mr. Heuan Chanphana