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Rail and Port Integration

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Presented by: Bernard Dzawanda at the 2009 Railways and Harbours Conference in Cape Town.

Presented by: Bernard Dzawanda at the 2009 Railways and Harbours Conference in Cape Town.

Published in: Business, Travel

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  • 1. THE NEED FOR RAIL AND PORTS INTEGRATION: ADDRESSING THE SPECIAL NEEDS OF LANDLOCKED COUNTRIES Presented by Bernard Dzawanda Cape Town, South Africa 4 March 2009
  • 2. Presentation Layout
    • Background
    • Desirable characteristics of rail transport
    • Special case of landlocked countries
    • Integration process: Railways & Ports
    • Benefits of integration
    • Current challenges
    • Way forward
  • 3. Background
    • Countries engage in international trade and therefore there is need for movement of goods.
    • Multimodal transport required in most cases.
    • Seaports play a key interface role between sea based & surface transport modes.
    • Rail is one of the most important modes of transport.
    • Both rail & ports are integral elements of the logistics chain.
    • “ A chain is as strong as its weakest link”
  • 4. Desirable characteristics of railways
    • Bulk carrier.
    • Suitable for long haul.
    • Economies of scale.
    • Relatively cheaper mode of transport.
    • Often has direct links between major industrial nodes and seaports.
    • Ability to handle a broad range of products.
    • “ Ideal modal characteristics”
  • 5. Landlocked countries case
    • UN General Assembly Resolution 56/180 of Dec 2001
    • Ministerial conference on landlocked and developing countries.
    • Conference held in Almaty, Kazakhstan in 2003 leading to;
      • Almaty Declaration & Programme of Action.
  • 6. Landlocked countries case
    • Objectives:
      • Secure access to the sea
      • Reduce transport costs
      • Address problems of delays & uncertainties in trade routes
      • Develop adequate national networks
      • Reduce loss & damage en route
      • Encourage export expansion
  • 7. Landlocked Countries
    • SADC landlocked countries:
      • Botswana
      • Lesotho
      • Malawi
      • Swaziland
      • Zimbabwe
      • Zambia
  • 8. SADC RAILWAY MAP NAMIBIA BOTSWANA ANGOLA LESOTHO ZAMBIA SWAZILAND MOCAMBIQUE TANZANIA DRC CONGO KENYA BEIRA MOMBASA WALVIS BAY MAPUTO LÜDERITZ DAR-ES-SALAAM PORT ELIZABETH EAST LONDON DURBAN CAPE TOWN SALDANHA LOBITO LUANDA NACALA RICHARDS BAY MALAWI ZIMBABWE ÁFRICA DO SUL LUSAKA GABORONE WINDHOEK HARARE JOHANNESBURG KINSHASA BLANTYRE BEITBRIDGE PLUMTREE VICTORIA FALLS NAMIBE LICHINGA CUAMBA TETE LUMBO MARROMEU MUTARE TSUMEB MALANGE MENONGUE GOBABIS DILOLO HUAMBO HEBO TENKE KAMINA MCHINJI KAPIRI MPOSHI KALADA CHOZD BULAWAYO CHICUALACUALA MAFEKING KIMBERLEY GABELA PORTO AMBOIM LUENA BRAZAVILLE POINTE NOIRE TABORA KIGOMA KABALO KINBU QUELIMANE E.LAGOS CACUACO LUBANGO INHAMITANGA MOCUBA o oMtwara oD.Ana NAMIBIA BOTSWANA ANGOLA LESOTHO ZAMBIA SWAZILAND MOCAMBIQUE TANZANIA DRC CONGO KENYA BEIRA MOMBASA WALVIS BAY MAPUTO LÜDERITZ DAR-ES-SALAAM PORT ELIZABETH EAST LONDON DURBAN CAPE TOWN SALDANHA LOBITO LUANDA NACALA RICHARDS BAY MALAWI ZIMBABWE ÁFRICA DO SUL LUSAKA GABORONE WINDHOEK HARARE JOHANNESBURG KINSHASA BLANTYRE BEITBRIDGE PLUMTREE VICTORIA FALLS NAMIBE LICHINGA CUAMBA TETE LUMBO MARROMEU MUTARE TSUMEB MALANGE MENONGUE GOBABIS DILOLO HUAMBO HEBO TENKE KAMINA MCHINJI KAPIRI MPOSHI KALADA CHOZD BULAWAYO CHICUALACUALA MAFEKING KIMBERLEY GABELA PORTO AMBOIM LUENA BRAZAVILLE POINTE NOIRE TABORA KIGOMA KABALO KINBU QUELIMANE E.LAGOS CACUACO LUBANGO INHAMITANGA MOCUBA o oMtwara oD.Ana
  • 9. Landlocked Countries: Issues
    • Fundamental Transit Issues
      • Trade mostly in commodities
      • Regulatory frameworks
      • Service providers’ responsiveness to demand.
      • Administrative & border control procedures
      • Use of information technology
  • 10. Landlocked Countries: Issues cont’d
    • Infrastructure Development and Maintenance
      • Inadequate transport infrastructure
        • Missing links
        • Maintenance backlog
      • Communication facilities
      • Inadequate/obsolete operating equipment
      • Need for private sector participation
      • “ HIGH TRANSPORTATION COSTS & LACK OF COMPETITIVENESS”
  • 11. Integration of ports & railways
    • Critical areas to be synchronised between rail and ports;
      • Investment planning on infrastructure to give rail easy access to ports.
      • Harmonisation of rail & port operating philosophies
      • Improved communication & information exchange.
      • Joint marketing especially on the basis of rail corridor concept.
      • Jointly setting performance targets.
      • Joint operational planning.
      • Both rail & ports should invest in resources for them to be able to meet customer requirements and improve their competitiveness.
      • “ Corridor Management Concept”
  • 12. Integration process cont’d
    • Steps to improve rail inter-modal role (by ports)
    • A critical review of current rail services offered.
    • An assessment of port/rail customer needs.
    • An assessment of rail needs vis-à-vis the port
    • Identification of opportunities for rail-oriented traffic growth.
    • Integration of rail plans with existing and planned port infrastructure improvements.
    • Designing an ongoing self sustaining process for future service evaluation.
  • 13. Benefits of integration
    • Elimination of congestion in ports.
    • Improved transit times.
    • Quick turnaround of key rail operational resources.
    • Improved utilisation of resources.
    • Predictability of service.
    • Strengthening of the logistics chain.
    • Improved competitiveness of ports hence increase in business volume.
    • Reduction in Logistics Cost of doing business.
  • 14. Railways: challenges
    • Lack of investment in rail in track infrastructure.
    • Poor condition of infrastructure.
    • Poor transit times
    • Compromised safety of cargo and equipment.
    • Shortage of locomotives & wagons.
    • Maintenance backlog
    • “ Capacity, Reliability and Cost”
  • 15. Ports: Challenges
      • Infrastructure
      • Quality of handling equipment
      • Quality of storage facilities
      • Cumbersome procedures for clearing cargo
      • Congestion
      • Shortage of skilled manpower
    • “ Capacity, Reliability and Cost”
  • 16. Way Forward
    • Framework;
      • (i) Almaty Declaration
      • (ii) Brazzaville Declaration
      • State
        • funding for infrastructure
        • State funding for social services
        • Regulatory framework
        • Policy development
      • Private Sector
        • Infrastructure funding
        • Operations (efficiency, competition etc).
        • Supply of equipment
  • 17. Conclusion
    • Scope exists for rail and port integration.
      • Infrastructure development
      • Communication
      • Administrative
      • Operations
    • Both stand railways & ports, and customers including landlocked countries stand to benefit from such integration.
    • There is therefore need for rail and ports to move hand in glove into the future.
  • 18.
    • THANK YOU FOR YOUR KIND ATTENTION
    • Contact details:
    • [email_address]
    • www.sararail.org
    • Telephone:+263 4 736777