1. The Tools: from Diagnostic to Implementation Virginia Tanase

2. Coherence and consistency APoA Aims (a) secure access to and from the sea by all means of transport according to applicable rules of international law; (b) reduce costs and improve services so as to increase the competitiveness of their exports; (c) reduce the delivered costs of imports; (d) address problems of delays and uncertainties in trade routes; (e) develop adequate national networks; (f) reduce loss, damage and deterioration en route; (g) open the way for export expansion; (h) improve safety of road transport and security of people along the corridors. WB Transport Strategy Strategic directions 1. Create the conditions for increased support for transport investment and governance 2. Deepen engagement in the roads and highways subsector 3. Increase engagement in the urban transport subsector 4. Diversify engagement in transport for trade - support public and private infrastructure investment to overcome physical or quality bottlenecks in transport so as to enable regional and international trade in goods and services - increased attention to transport services - develop the institutional capacity to implement transport and logistics strategies - corridor approaches used in designing the strategies for major trade routes 5. Transport and climate change: control emissions and mitigate impact WB Trade Strategy Priority areas 1. Trade Competitiveness and Diversification - trade policy ; trade in services as a new means to access international best practices and expand exports; and the design and implementation of specific actions to address market and information failures 2. Trade Facilitation, Transport Logistics and Trade Finance - to reduce the costs associated with moving goods along international supply chains, whether these are measured in terms of time, money, or reliability - to enhance the performance of trade corridors used by land- linked developing countries, especially in Africa 3. Support for Market Access and International Trade Cooperation 4:Managing Shocks and Promoting Greater Inclusion

3. Road Transport is the dominant mode of transport in overland trade… There are significant prospects to reduce trade costs by improving the efficiency of road transport operations Most regional road transport markets, outside the EU, are not fully liberalized However, most effort goes into building roads rather than undertaking reforms in road transport services

4. Improved road condition Reduce vehicle operating costs Reduced transport prices Growth, trade and poverty reduction The assumption: Roads, Transport Services and Trade 4 InfrastructureServicesServices users Source: Raballand, 2013 12 3

5. International road transport services THE victim of market access restrictions, for various reasons: – to penalize the lack of harmonization of technical standards/parameters – to protect national carriers – for political reasons – because of bad enforcement

6. International road transport services Multilateral legal instruments (if any) set just the framework, minimal standards, acceptable to all Bilateral agreements are still the predominant barrier or tool for facilitation, even in high regional integration areas

7. Need more focus on road transport services … Developing and advocating for regional transport infrastructure – World Bank invested close to USD14 billion from 1970-2007 in Africa (mostly on corridors) But … – Prices are still high in most regions especially in Africa… Worth remembering … – Regulation was originally intended to protect rail traffic and incumbents But failed in – Regulating capacity and – Preventing the erosion of rail transport Quantity regulation largely dismantled in developed countries

8. Bilateral agreements are the instrument of choice.. Bilateral agreements are the favored instrument of regulatory control There are multitudes of bilateral agreements. – ECMT in 2002 found around 1,400 bilateral agreements between 43 European countries. Bilateral road transport agreements account for more than 95 percent of road transport operations between EU states and third countries. – For operators, keeping track of all the agreements can be a significant regulatory burden. There is often unequal treatment of operators based on their country of registration. – Reciprocity and territoriality are key principles in bilaterals Yet restrictions are often embedded in such agreements Liberalization of transport services can have a significant impact on supply and prices e.g. Laos - Thailand

9. Agreements are not always concluded for pure transport purposes There are two main types of reasons for bilateral road transport agreements: – Economic To carry trade exchanges in an equitable manner To send a signal to markets and develop demand. In case of large investments performed in infrastructure, to promote its use, including the development of ancillary activities. To detail the implementation of broader commitments assumed by the two parties in international multilateral legal instruments. – Political agreement s are used as a starting point to develop or improve the relations between the two countries. an economic (partial) solution to a political problem.

10. What World Bank projects told us Lack of traffic and transit rights (loading / unloading at borders) Different technical standards between neighboring countries, abusive roadside checks Market restrictions Imposed cargo sharing/tour de rôle Discrimination on grounds of goods’ origin, vehicle plates etc Low level of regional integration Absence of multilateral agreements or poor enforcement

11. What the bilateral agreements told us Some of the bilateral agreements are quite old – Often poorly enforced and at same time may lack modern provisions thereby perpetuating unsustainable practices. Restrictive bilateral agreements can introduce market distortions and increase costs. – Where bilateral agreements are based on a quota system, the common practice is to fix the number of permits at the same level for both parties. Ignores potential for supply response. All the above lead to: – fragmented supply chains; high costs, transit times, and uncertainty in cargo flows. – Operators finding it difficult to comply with requirements in different markets, and a company’s efficient operations in one country may not create positive spillover effects in another country.

12. The approach … 4-step process: – Develop an analytical template and use it to generate an index of openness of cross-border road transport markets. – Select benchmarks to compare the relative openness of each agreement. – Select agreements to review. – Conduct a statistical analysis to assess the relationship between demand for road transport services and the openness of the bilateral agreements between pairs of countries. Identified 11 core features: i.limitations of the scope of the agreement ii.transport authorization requirements and complexities/restrictions of transport permit management iii.list of types of traffic exempted from permit requirements iv.list of types of traffic exempted from quota requirements v.cabotage traffic limitations vi.transit quota limitations vii.third-country traffic limitations viii.prescribed routes and border crossing points ix.taxation-related limitations x.facilitation measures (driver, vehicle, cargo) in place xi.transparency requirements.

13. Agreements reviewed Geographic relationNumber of selected bilateral agreements% of total Europe-Europe18 23 Asia-Europe29 38 Africa-Europe13 17 Asia-Asia9 12 Africa-Africa7 9 South America1 1 TOTAL77100 Geographic region Multilateral agreement Number of countries Europe (including Caucasus) Recommended Model Bilateral Agreement on Road Transport between ECMT member countries 45 a South-East European Cooperation Initiative (SECI) Memorandum of Understanding on the Facilitation of International Road Transport of Goods 10 Black Sea Region Memorandum of Understanding on Facilitation of Road Transport of Goods in the BSEC Region; Black Sea Economic Cooperation (BSEC); Agreement on Multilateral Transit Permits 7 Asia (South-East Asia) Agreement between and among the Governments of the Lao People’s Democratic Republic, the Kingdom of Thailand, and the Socialist Republic of Vietnam for Facilitation of Cross-border Transport of Goods and People (CBTA—Cross Border Transport Agreement) 3 Africa Memorandum of Understanding on Road Transportation in the Common Customs Area pursuant to the Customs Union Agreement between the Governments of Botswana, Lesotho, South Africa, and Swaziland 5 SATCC Model Bilateral Agreement on the Regulation of Cross-Border Freight Road Transport 15 Tripartite Agreement on Road Transport Uganda—Kenya—Tanzania3 South AmericaALADI Agreement on International Land Transport7 Multilateral agreements

14. Maximizing benefits for countries Start negotiation only when all stakeholders have agreed on the mandate- this will ensure support in implementation! Include core elements in any bilateral road transport agreement Emphasize qualitative over quantitative and multilateral over bilateral regulation Adopt the principle of freedoms

15. Maximizing benefits for countries (1) Harmonize and simplify technical requirements Set harmonized and transparent rules for cross-cutting issues Nurture effective institutional and implementation arrangements Conform with major international obligations

16. Conclusion Lack of consistency and transparency in bilateral agreements reduces efficiency and increases cost of international road transport services A comprehensive approach including a model-agreement to reform the regulation of international road transport services is needed

17. Appeal Please kindly share with us your bilateral agreements so that we can continue this important work! Thank you!