Emerging issues in transport: Transport facilitation

Transcription

1 Distr.: For participants only 21 June 2011 English only Economic and Social Commission for Asia and the Pacific Expert Group Meeting on Preparations for the Ministerial Conference on Transport Bangkok, 14 and 15 July 2011 Item 3 (c) of the provisional agenda Emerging issues in transport: Transport facilitation Summary Emerging issues in transport: Transport facilitation Note by the secretariat International land transport has increased substantially in the past two decades to support growing intra-regional trade, subregional integration and economic development. Most member countries in the region accord a high priority to the facilitation of international land transport. Many countries and their development partners have made efforts to simplify and harmonize formalities and procedures for international transport. However, international transport by land continue to pose challenges due to existence of numerous nonphysical barriers that cause excessive delays, high costs and uncertainty in the entire transport process, particularly at the border crossings. This document presents an integrated approach to address the challenges in international land transport. It proposes a regional strategic framework for facilitation of international road transport and suggests undertaking a study to find possible ways to facilitate international railway transport among member countries. It also proposes a number of activities to be included into the Regional Action Programme for Transport Development in Asia and the Pacific, phase II ( ), to support the facilitation process of member countries. The present document has been issued without formal editing. DMR A TP TD_EGM1_2011_5E

2 Contents Page I. Introduction... 2 II. Integrated approach to addressing facilitation issues in international land transport... 3 A Regional Strategic Framework for Facilitation of International Road Transport... 4 B. Facilitation of International Railway Transport... 4 III. Issues for consideration... 5 Annex: Revised Draft Regional Strategic Framework for Facilitation of International Road Transport... 7 I. Introduction 1. With growing inter- and intra-regional trade and subregional economic integration as well as national policies to support development of remote and inland areas, the demand for regional and international land transport continued to increase over the past two decades. In response to this, most member countries in the ESCAP region have accorded a high priority to the facilitation of international land transport in conjunction with improvement in infrastructure. 2. Many countries have exerted efforts to open more border crossings and domestic routes for international transport and have taken measures to simplify and harmonize formalities and procedures. ESCAP, along with other organizations and institutions, have been assisting countries in facilitating international transport. Many bilateral and multilateral agreements on international land transport have been entered into and the existing ones amended to improve the conditions for international transport. 3. However, international transport by land remains extremely difficult due to numerous non-physical barriers particularly at the border crossings 1 that cause excessive delays, high costs and uncertainties in the entire transport process. The Commission, at its sixty-seventh session, held in 1 The most common non-physical barriers in international land transport include: inconsistent and complicated border-crossing formalities and procedures; large numbers of documents required; repeated inspections by different authorities and countries; long waiting times for inspection and clearance of documents; many inspections at borders rather than at loading/unloading points; different technical standards, sets of documents and regulations between countries; less transparent rules and regulations; restrictive visa requirements for drivers and crews; high and numerous charges for entry or transit; non-conformity with conventions to which the countries are parties; incompatible working hours at borders; different locations of various controls; lack of coordination among control authorities; lack of coordination among various stakeholders; lack of training facilities for managers and road vehicle drivers; requirements for escorts or large cash (bond) deposits for transit of goods; lack of simplified insurance arrangements for road vehicles; lack of automatic document processing; and restrictive requirements for temporary importation of transport means. 2

3 Bangkok from 19 to 25 May 2011 also observed that the existence of nonphysical barriers continue to hinder cross-border and transit transport in the region. The Commission, therefore, reiterated the importance of eliminating or at least reducing such barriers to transport including waiting times at the border crossings by streamlining and simplifying customs formalities across the region. 4. Due to its enormous challenges, the facilitation of international land transport will remain a long-term task and will need sustained efforts to achieve efficient and smooth operational connectivity among member countries in the region. 5. This document proposes an integrated approach to address these challenges in international land transport and coherent activities to be included into the Regional Action Programme for Transport Development in Asia and the Pacific, phase II ( ), to support facilitation process of member countries. II. Integrated approach to addressing facilitation issues in international land transport 6. Member countries and their development partners have been undertaking programmes and projects to facilitate international land transport since the early 1990s. While progress has been made in many parts of the region it has been slower than anticipated in removing nonphysical barriers that impede the efficient and smooth transport movements. 7. ESCAP resolution 48/11 on road and rail transport modes in relation to facilitation measures adopted in 1992 recommended that countries in the region, if they had not already done so, consider the possibility of acceding to seven international conventions relating to transport facilitation. 2 Although some progress has been made, the number of countries acceding to the international conventions, except those in Central Asia, has remained low. 8. A number of subregional agreements have been formulated with the aim of opening and improving cross-border and transit transport by road and/or rail among particular groups of countries. These subregional agreements took many years to negotiate and to complete the legal process needed for their entry into force: yet none of them have been fully implemented. 9. Further, many facilitation programmes and projects have been taken in relative isolation and results have been fragmented. Sometimes conflicts between agreements have emerged while others have proven difficult to implement for a range of institutional reasons. Therefore, in order to help member countries address facilitation issues more effectively, an integrated approach towards smooth and efficient international road transport needs to be adopted by the region. A. Regional Strategic Framework for Facilitation of International Road Transport 10. The secretariat recently undertook a comprehensive study on facilitation of international road transport and proposed a draft regional 2 See the list of conventions in the annex. 3

4 strategic framework. This framework was discussed at the Regional Meeting on Cooperation for Facilitation of International Road Transport, held in Beijing, China, from 30 May to 1 June The Meeting agreed to take the proposed draft as the basis for the formulation of a regional strategic framework for facilitation of international road transport and to submit the revised draft regional strategic framework to the present expert group meeting for further consideration. The revised draft regional strategic framework is attached as an annex to this document. 11. The regional strategic framework consists of long-term common targets and strategies for fundamental elements for international road transport as well as desirable directions and strategies taken or being taken for facilitation measures and initiatives by member countries and their development partners. It may serve as a guiding reference for member countries and their development partners to increase coordination among different facilitation agreements, measures and projects, and to avoid inconsistency in facilitation efforts and possible conflicts between different facilitation agreements and measures. Through this, member countries and their development partners may increase effectiveness of their facilitation measures and projects. 12. The fundamental elements of the regional strategic framework cover road transport permits and traffic rights, visas for professional drivers and crew of the road vehicles, temporary importation of road vehicles, third party liability insurance, vehicle weights/dimensions and vehicle registration/inspection certificates. For each of these issues the framework provides a target and the process to be adopted to achieve it. 13. The measures and initiatives, as modalities for facilitation of international road transport in the framework, include promotion of selected international facilitation conventions, coordination of various legal instruments, wider application of new technologies, development of professional training, establishment/strengthening of the national facilitation coordination mechanisms, promotion of joint controls at border crossings, promotion of economic zones at border crossings/dry ports/logistics centres and lastly the application of facilitation tools. The framework explains how each of these modalities can help facilitate international road transport in the region. 14. One of important proposals in the framework is the establishment of a regional network of legal experts on transport facilitation. This network would be expected to assist member countries in upgrading capabilities of their officials and experts involved in transport facilitation and providing professional support to the development of facilitation agreements, measures and projects. B. Facilitation of International Railway Transport 15. With growing intra-regional trade and increasing awareness of importance of sustainable transport development, member countries have started to stress the importance of developing railway transport as a means of reducing fuel consumption and emissions. The entry into force of the Intergovernmental Agreement on the Trans-Asian Railway Network in 2009 has further enhanced the need for facilitation of international railway transport across the region. 4

5 16. International railway transport faces many similar challenges to international road transport, such as harmonization and simplification of documents and procedures. The two sectors share a number of common modalities for facilitation as outlined in the regional strategic framework for facilitation of international road transport in the annex. 17. However, in comparison with road transport, international railway transport has some particular operational and interoperability requirements that require closer collaboration among countries. 18. There are three systems used by member countries for facilitation of international railway transport, i.e., those following under the Inter- Governmental Organization for International Carriage by Rail (OTIF), Organization for the Cooperation of Railways (OSJD) and bilateral arrangements. Accordingly, a study is needed to identify the specific areas to increase cooperation for efficient and safe railway operations between and among countries of ESCAP region. 19. Recently, the Economic Commission for Europe (ECE) has proposed a new initiative to unify the different systems in Europe and on Euro-Asian transport corridors. In March 2011, the ECE Inland Transport Committee approved the vision and strategy laid out in the ECE Position Paper Towards unification of railway law in the pan-european region and on Euro-Asian transport corridors. It contains a step-by-step approach, starting with preparation of a memorandum of understanding or resolution or declaration on general terms and conditions for Euro-Asian rail transport contracts including common consignment note, proceeding with model regulations for international rail transport, and concluding with an international convention on international rail transport. The initiative, if materialized, may provide an opportunity for the region to develop a common system with Europe for more efficient railway transport across the region and with Europe. III. Issues for consideration 20. Despite efforts to eliminate non-physical barriers in transport the progress has been slow due to the complexity of this challenge. This can most clearly be seen in international land transport that still faces substantial difficulties across the region. To help resolve this problem, a number of subregional agreements on cross-border/transit transport have been negotiated and signed but few have been fully or effectively implemented. In many countries of the region, international transport by road is restricted by the number of transport permits issued and only allowed near borders or along a limited number of routes. While progress has been made, lengthy delays at border crossings are common. Similarly, in railways, simplifying and harmonizing documents and procedures and the expansion of inter-country services remain major outstanding challenges. All of these restrictions cause high costs and delays in international land transport. 21. The Meeting is invited to provide comments on the revised Regional Strategic Framework for Facilitation of International Road Transport and guidance on the following elements suggested for inclusion in the Regional Action Programme for Transport Development in Asia and the Pacific, phase II ( ): 5

6 Immediate objective: to promote efficient and smooth movement of goods, passengers and vehicles by road and rail across the region. Outputs: 1. Workshops/studies on regional and subregional cooperation under the Regional Strategic Framework for Facilitation of International Road Transport, including the Regional Network of Legal Experts on Transport Facilitation; 2. Study to identify issues for regional cooperation for facilitation of international railway transport; 3. Assistance in accession to and implementation of international conventions and in formulating and implementing subregional agreements related to facilitation of international transport by road and/or rail; 4. Advisory services/workshops on establishment or strengthening of national facilitation coordination mechanisms and on joint controls at the borders to facilitate international road/rail transport; 5. Studies/workshops on application of ICT and other new technologies as well as time/cost-distance toolkit to facilitate international road/rail transport. Indicators of achievement: 1. Measures taken by member States, regional and subregional organizations/institutions to implement elements of the Regional Strategic Framework for Facilitation of International Road Transport and documentation of studies under the Regional Network of Legal Experts on Transport Facilitation; 2. Report of the study on regional cooperation for facilitation of international railway transport documented; 3. Measures taken by member States for accession to and implementation of international facilitation conventions, in particular those recommended by the Commission in its resolution 48/11 and to sign, ratify and/or implement subregional agreements; 4. National facilitation coordination mechanisms established or strengthened and measures taken on joint controls by the member states; 5. Report of the study on application of new technologies and upgraded time/cost-distance methodology documented and measures taken by member States for adoption of these modalities for international transport. 6

7 Annex Revised Draft Regional Strategic Framework for Facilitation of International Road Transport The objective of the Regional Strategic Framework is to help regional member countries and their development partners increase effectiveness of facilitation programmes and projects and accelerate development of international road transport through a long-term common strategic framework. The regional strategic framework provides general direction for member countries and their development partners when formulating facilitation policy, agreements, programmes and projects as well as related measures. Such an approach also helps promote common approaches in addressing facilitation issues that would reduce the complexity of the present system. The strategic framework also helps bring together national, bilateral, subregional and regional efforts in a more coordinated way to accelerate the process of transport facilitation. Recognizing the prerequisite nature of some of the non-physical barriers that prevent international road transport, it is proposed that the regional strategic framework could initially focus on the fundamental elements for international road transport and key modalities for facilitation. 3 I. Strategies for fundamental elements for international road transport 1. Road transport permits and traffic rights Description of issue Across the Asian region international movement by road is largely confined to border areas and a limited number of roads. Most transport permits are issued for only a single trip along a designated route by a specified individual vehicle. The other constraint to international road transport is the restriction of transit operations. As a result goods carried by road often have to be transshipped at border areas or loading points along a designated route adding cost and delay to the transport process. Target Wider application of multiple-entry transport permits valid for one year and multiple routes or road networks, issued to a carrier for any compliant vehicle in its fleet, which could be used both for inter-state and transit transport operations. In addition, multilateral transport permits should be promoted for wider applications in parallel with bilateral transport permits. 3 If some countries have more liberalized and simplified arrangements for some of the listed areas, they may focus efforts on other recommended areas. 7

8 Process When member countries formulate or renew their bilateral and multilateral agreements on international road transport or hold consultations on the implementation of the agreements, they may consider adopting transport permits valid for multiple entries with one year validity and/or on multiple routes or road networks and allow their competent authorities to issue the permits to their carriers instead of particular vehicles. 2. Visas for professional drivers and crew of road vehicles Description of issue Unlike seafarers and aircrew, professional road vehicle drivers do not enjoy streamlined global arrangements for issuance of visas or temporary entry for them to undertake international transport operations. Visa issuance for professional road vehicle drivers is largely subject to bilateral agreements on visas. In recent years, some countries have tried to address this issue through subregional arrangements and some international organizations have also made efforts to help facilitate visa issuance for professional road vehicle drivers. Even so, there is still no specific visa category for vehicle drivers and in nearly all countries in the region they are considered as normal visitors or foreign labour for the purpose of visa issuance. Professional road vehicle drivers have to go through complicated and difficult procedures to apply for visas and in general they are granted only a single entry visa each time. In some countries, drivers are required to travel to apply for visas in person at embassies or consulates in major cities and wait for a week or more to obtain the visa or find their application has been rejected. As a result of these factors visa difficulties continue to cause delays in delivery of goods and sometimes change of vehicles or at least drivers at border crossings. Target As a minimum target, regional member countries may pursue multiple-entry visas valid for one year for professional drivers and crew of road vehicles. Countries may also agree to a uniform set of documents and basic procedures. Process In order to achieve this target, the national competent authorities for international road transport can act as an intermediary to facilitate visa issuance by embassies or consulates. The national competent authority in a country may prepare and exchange a list of professional drivers with their counterpart authorities in other countries for onward transmission to ministries of foreign affairs, embassies or consulates. Alternatively, the national competent authorities may provide certifying letters along with guarantees from carriers when drivers apply for visas. The transport authorities need to consult with ministries of foreign affairs when they negotiate subregional facilitation agreements that include 8

9 clauses for visa arrangements or request the ministry of foreign affairs to negotiate bilateral/ subregional visa arrangements for professional drivers. 3. Temporary importation of road vehicles Description of issue In most countries where vehicles are permitted to cross borders, it is common to use guarantee/ bond, or cash deposits through local agents, or payment of a one-time charge at each time on entry to satisfy requirements of the Customs authorities. Only a few countries in the region do not impose such requirements. There exist a few international conventions relating to temporary admissions to which most countries in the region have not acceded to. The use of unified subregional agreements and subregional guarantee system is not the most convenient solution for carriers, but it does help avoid cash or bond deposit or charges at each border and for travel through several countries. However, charges for the use of the documents and guarantees issued under this system can be a major concern. If such charges are higher than the one-time charge of a fixed amount at border crossings, the guarantee system loses its advantages. Target As a minimum regional standard, application of international conventions on temporary importation should be encouraged. Process The countries that have not acceded to the international conventions on temporary importation that is the UNECE Customs Convention on the Temporary Importation of Commercial Road Vehicles and/or WCO Convention on Temporary Admission (Istanbul Convention) should take steps to do so. These conventions have identical commitments with respect to temporary importation of vehicles. The countries that are already contracting parties, may take action to ensure practical arrangements for full implementation are put in place. 4. Insurance of vehicles Description of issue Purchase of insurance at each border crossing is commonly applied in the region causing delays and the need for drivers to obtain individual receipts for cash payments. Although subregional insurance schemes have been planned for many years, there is still some way to go to before the schemes become operational. Target Third-party insurance should be used as a regional minimum standard for the vehicles undertaking international road transport either by using the Green Card system or a parallel subregional system. 9

10 Process It is desirable for member countries to join the Green Card system. The subregions which have road transport links with Europe may adopt the Green Card system for easy access to Europe. Meanwhile, countries in other subregions may develop subregional motor vehicle third-party insurance schemes compatible with the Green Card system while maintaining long-term goal of acceding to the Green Card system. For countries that are not participating in any subregional insurance scheme, bilateral or trilateral arrangements based on the Green Card system may be considered. 5. Vehicle Weights and Dimensions Description of issue Damage to roads and bridges caused by overweight vehicles is a serious problem for many regional member countries which can be compounded by over loaded foreign vehicles. The problem is partly caused by different technical standards on permissible weights and dimensions between countries, and partly by the motive of some carriers for higher profit through heavier loads with less runs. At the same time, repeated weighing and inspections at border crossings and inland weigh stations for international vehicles discounts transport efficiency. Carriers have requested that weighing procedures are simplified and the number of weighing and inspections within countries reduced. There is no international or regional standard on weights and dimensions of vehicles permitted to travel on roads. Member countries have been trying to harmonize or unify standards at the subregional level. Bilateral agreements on international road transport normally require carriers to observe domestic standards of host countries, which are mostly different from the countries where the carriers are registered. Target For healthy and sustainable development of international road transport in the region, it would be helpful if permissible weights and dimensions of vehicles, including axle loads, are unified at the bilateral, trilateral, quadrilateral and subregional levels. Process A practical approach can be to unify such standards through bilateral and multilateral (including trilateral, quadrilateral and subregional) arrangements. Member countries may also consider negotiating a control system for overloaded vehicles through bilateral and multilateral agreements. The control system may include fines together with warning notice and suspension of transport permits. 10

11 6. Vehicle Registration and Inspection Certificates Description of issue Currently, ESCAP member countries use bilateral or multilateral agreements to mutually recognize vehicle registration and inspection certificates. However, the use of characters of national languages in registration certificates and number plates is still common. This causes difficulties for traffic police and field officers of authorities at border crossings to clear documentation and procedures and will cause further difficulties when electronic clearance systems are implemented. For mutual recognition of vehicle registration certificates, standardized distinguishing signs of the States of registration, detailed requirements of technical conditions and periodic inspections of vehicles as well as the standardized registration number plates of vehicles which should be composed either of numerals or of Arabic numerals and Latin characters in capital as defined in the Convention on Road Traffic Target Adoption of the standards on vehicle registration certificates and number plates as well as country distinguishing signs contained in the Convention on Road Traffic 1968, should be encouraged. Process The countries that are not yet contracting parties to the Convention on Road Traffic 1968, need to take measures to accede to the convention. The countries that would find it difficult to accede to the convention in the short term may consider adopting the standards contained in the convention, as well as exploring the possibility of using other mechanisms that are consistent with that convention, and avoiding the use of different standards in any bilateral and multilateral agreements into which they may enter. II. Strategies for key modalities for facilitation of international road transport In the region, valuable experience has been gained and a wealth of knowledge exists at the national, subregional and regional levels with respect to successful and less successful approaches in both formulation and in subsequent implementation of transport agreements. To provide a focus for the collaborative efforts, cooperation and exchange of experiences among member countries the key modalities are suggested 1. Building an effective legal regime In addressing the above-mentioned key elements in the regional strategic framework, international conventions, subregional and bilateral agreements have a vital role to play. 11

12 a. Establishment of a regional network of legal experts on transport facilitation Promotion and implementation of international facilitation conventions, formulation and implementation of subregional agreements, conclusion of bilateral agreements and harmonization of documentation and procedures rely on national, subregional and international legal experts. A regional network of national and subregional negotiators and legal experts from governments, transport associations and academic institutions could provide a vital role in advising and promoting harmonization and coordination of different legal instruments on transport facilitation. Through the network, member countries and subregional organizations/ institutions may: Exchange information; Coordinate with each other; Pinpoint areas of legal conflicts between different subregional agreements and their implications; Suggest solutions for legal conflicts in geographically overlapped countries; Suggest connections of the countries in different subregions under different subregional agreements; and Share experience. The network may also help promote international facilitation conventions, formulation and implementation of subregional facilitation agreements and assist in the development and improvement of bilateral agreements on international road transport. The network of experts would become core professionals for legal issues in road transport facilitation in the region, providing legal support for formulation and implementation of agreements. The network may exchange information through electronic communication, seminars, training, expert meetings, group studies and individual studies. The ESCAP secretariat may provide secretarial support to the network and financial support for some years. In the long runs, the network would operate independently with the secretarial support of ESCAP and undertake studies as entrusted by governmental agencies, ESCAP and also other organizations/institutions. b. Accession to selected international facilitation conventions Resolution 48/11 provides the countries in the region with a common and harmonized set of standards in the field of international land transportation facilitation, through an initial set of conventions 4, which countries in the ESCAP region could accede to and implement. 4 Convention on Road Traffic 1968; Convention on Road Signs and Signals 1968; Customs Convention on the International Transport of Goods under Cover of TIR Carnets (TIR Convention) 1975; Customs Convention on the Temporary Importation of Commercial Road Vehicles 1956; Customs Convention on Containers 1972; International Convention on the Harmonization of Frontier 12

13 A study undertaken by the secretariat in 2006, as requested by the Commission, concluded with the proposal that three further international legal instruments were added to complement those recommended by resolution 48/11: The Protocol to the Convention on the Contract for the International Carriage of Goods by Road, 1978; The International Convention on the Simplification and Harmonization of Customs Procedures, as Amended (Revised Kyoto Convention), 1999; and The Convention on Temporary Admission (Istanbul Convention), Together, the ten international legal instruments can provide a consistent framework for simplification and harmonization of regional facilitation initiatives in line with international standards. Member countries that have not done so, need to consider acceding to the core conventions as amended or, if this turns out to be a prolonged process due to internal procedures, adopting the standards set in the conventions on the level of their national legislation as a transitional measure. Effective implementation of the international conventions is as equally important as accession to the conventions. Member countries need to review the obligations of the international conventions together with their existing legislation and practices, and to adjust, as appropriate, their legislation, documentation and procedures relating to international road transport. c. Subregional agreements The key intention of subregional agreements in international road transport facilitation is to open-up subregional traffic, harmonize and simplify formalities and procedures and establish common standards while maintaining consistency with international conventions. Effective implementation of the subregional agreements has become an important yet challenging task for most regional member countries. The implementation of the subregional agreements involves many ministries and authorities. It also requires adjustments to domestic legislation, existing formalities and procedures, and functions of some agencies and authorities. Strong political support from member countries is needed to implement the agreements. Financial and technical support from international organizations and institutions is also needed. Regional advocacy needs to be enhanced to help draw the attention of national governments and international community to this important issue. d. Bilateral agreements In view of difficulties in the management and implementation of numerous bilateral agreements on international road transport faced by Controls of Goods 1982; and Convention on the Contract for the International Carriage of Goods by Road (CMR)

14 14 many countries in the region, a regional strategy may be taken to apply international conventions and subregional agreements wherever possible and using bilateral agreements to cover the areas which cannot be realized through international conventions and subregional agreements. The development of a model guideline and with a recommended standard structure for bilateral agreements on international road transport could assist member countries in better formulation and implementation of numerous bilateral agreements while at the same time working toward greater harmonization. 2. Wider applications of new technologies The application of new technologies, including ICT applications can significantly enhance road transport facilitation. Building modern border crossings and international road transport equipped with new technologies and electronic declaration systems should be further promoted. The use of new technologies for facilitation of border-crossing controls for international road transport is still relatively new within the region. To make full use of these technologies for facilitation of international road transport necessary legislative adjustments and simplification of existing formalities and procedures needs to be undertaken. Regional experience of innovative and integrated applications of new technologies to clearances and inspections for international road transport can be promoted through exchanges of experience that may lead to greater levels of harmonization in the region. 3. Development of professional training for international road transport As the part of a regional strategic framework, professional training of all stakeholders, including policy-makers, managers and drivers for international road transport needs to be developed to ensure they are competent to fulfill their tasks in international operations. In the mid- and long-term prospect it is desirable to establish national training institutions for national policy-makers, managers and drivers undertaking international road transport. However, in South Asia and Southeast Asia, subregional training institutions focusing on courses on subregional operations would be more helpful and effective in the short term and help overcome some of the financial and capacity constraints. In Central Asia and West Asia, with closer links to Europe, training for subregional operations may be undertaken in parallel with courses for inter-regional operations. The ESCAP secretariat could provide its assistance to the countries, defining main subjects to be included into the curricula of training institutions, in order to promote setting of common standards in professional training. 4. Establishment/strengthening of national facilitation coordination mechanisms A comprehensive and integrated approach with involvement of the relevant government ministries/agencies and the private sector is required to effectively address transport facilitation challenges. Such collaboration is crucial to the formulation and implementation of various facilitation measures. Some countries in the ESCAP region have in place coordination mechanisms that could fulfill all of the tasks required. They should be further strengthened to ensure that they are fully effective and mechanisms developed to promote an exchange of experience.

15 5. Promotion of joint control at border crossings Joint control at border crossings at the bilateral level, including single window clearance, single stop inspection, joint customs control, establishing priority clearance for certain kinds of goods (e.g. perishable goods) on a reciprocal basis and reduction of control agencies at border crossings should be promoted in line with international standards. However, the complexity of joint controls and differences from border crossing to border crossing in the implementation of joint controls needs to be fully recognized and specific comprehensive and detailed studies and designs for each border crossing need to be undertaken before implementing joint control. Experience sharing in this regard among member countries can help in ensuring optimum design in terms of infrastructure and operations. 6. Promotion of economic zones at border crossings, dry ports and logistics centres Recent development in free economic zones and joint free economic zones at border crossings, as well as dry ports and logistics centres, have provided new opportunities for control authorities and road transport operators to overcome many difficulties in international road transport. The potential benefits of such free economic zones, dry ports and logistics centres to the facilitation of international road transport and logistics need to be exploited. 7. Further application of facilitation tools Facilitation tools such as the Time/Cost-Distance Methodology can help identify impediments to international transport as well as possible remedies to alleviate the barriers. They should be further expanded and promoted with support of transport ministries, transport operators and other control authorities. The use of the facilitation tools can help refine projects and measure benefits achieved. 15