Académique Documents
Professionnel Documents
Culture Documents
Number of companies responded to the survey: 190 In Mekong sub-region---146 (Cambodia: 24, Lao PDR: 13, Myanmar: 21, Thailand: 40, Vietnam: 48) In Singapore and Japan--- 44 (Regional headquarters in Singapore and Kuala Lumpur: 10, Members of the Mekong-Japan Industry and Government Dialogue in Japan:14, Services 2 sectors in Japan:20)
Trade/logistics facilitation, especially i) reduction of face-to-face communication with custom officers through introduction of e-customs, ii) enhanced utilization of FTAs through simplified ROO-related procedures and iii) implementation/improvement of CBTA (extension to GMS capitals) are strongly needed.
In order to achieve above-mentioned improvements, human resources development in terms of both government and private sectors should be further enhanced.
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Summary of Chapter-I
Expanded operation between 2009 and 2012 Among 146 companies responded to the survey, 81 (55%) have expanded their operations in these 3 years either in the form of
Newly established investments (e.g., new factories/facilities/production processes) Expanding/up-grading existing operations, including shift from abroad Enhanced trade both intra-region and to the outside
Especially, operations in Cambodia (parts manufacturers) and Lao PDR (garment) have been expanding remarkably, including newly established investments. Perspective for the future While many manufacturing companies regard it efficient to concentrate the production operation in one place, they are facing the necessity to diversify the prospective risks (e.g., natural disasters, macroeconomic instability). In general, both local (especially, Thai) and Japanese companies expect expansion of operation in Cambodia in the short-term (within a few years) and Myanmar with a bit longer time frame. 5
Bangkok
Bangkok
Summary of Chapter-II
Custom procedures
Among 146 companies, 39 regard custom procedures were improved in these 3 years, through
Introduction of Authorized Economic Operator (AEO) or green-lane system
(especially in Viet Nam)
Speed-up in obtaining import/export licensing (especially in Myanmar) Enhanced mutual understanding between custom authorities and companies.
At the same time, 55 found no specific improvement . These companies pointed out bottlenecks such as
Problems in e-customs (e.g., i) systems shut down frequently, ii) face-to-face
procedures still remain (especially in Viet Nam) and iii) insufficient introduction in the local provinces (especially in Cambodia and Lao PDR)) Burdensome procedures (e.g., i) lack of single stop inspection along EWEC and SEC, ii) requirement of original documents (especially in Viet Nam)) Misclassification of HS code (necessity for introducing advance ruling system) Necessity of longer operation at border customs (e.g., 24 hours operation, out-ofregular office hours operation)
FTA utilization While ATIGA and EPAs with Japan are frequently utilized, several companies already started to use FTAs such as ASEAN-China and ASEAN-India. In further enhancing the FTA utilization, following bottlenecks were found;
Cumbersome procedures in obtaining Certificate of Origin (COO) (e.g., i) longer
time in the issuance procedures, ii) inspection in factories by issuing authorities (especially Viet Nam)) Rules of origin (e.g., i) different ROO across various FTAs, ii) stringent ROO under ASEAN-India FTA) Issues related to tariffs (e.g., i) difference in classification/understanding of HS code, ii) insufficient tariff reduction including those caused by reciprocity under ATIGA and ASEAN-China).
Cross border transportation agreement (CBTA) CBTA is utilized in carrying both cargos and passengers (tourism). However, business sectors request further improvements such as;
Deregulate limitation of transportation inside each country (triple license) Ratification/implementation of CBTA i) by Myanmar, and ii) along Southern Economic Corridor especially between Cambodia and Thailand Increased number of permissions for cargo transportation. 9
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Summary of Chapter-III
Hard Infrastructures on Economic Corridors
On East-West Economic Corridor (EWEC), business sectors strongly need
Improvement of road condition on EWEC (especially in Lao PDR and Myanmar) Development of seaports in Viet Nam (e.g., Lach Huyen and Vung Ang) and Easier access to such seaports through enhanced road connection.
On Southern Economic Corridor (SEC), business sectors regard fulfillment of missing links is necessary, especially,
Development of Dawei seaport and related infrastructures (e.g., road linkage to Thailand, industrial estates, trade/transport facilitation) Completion of Neak Leoung bridge and Development of Cai-Mep Thi Vai seaport and easier access from HCMC.
Other Hard Infrastructures Enhanced electricity supply through appropriate shared responsibility among relevant government agencies and private companies is strongly needed in CLMV countries. In addition, projects such as i) development of new SEZ (e.g., Thilawa), ii) improvement of key airports in CLMV countries, should be given priority.
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cold storage at the seaport should be equipped (processed food companies in TH) -Although the Third Mekong Bridge was opened, short-cut route cannot be used as a logistics route, since the customs and transshipment facilities are not well developed at Lao-Viet Nam border.
[logistics companies in VN and TH]
-Development of Vung Ang seaport, along with connecting route, especially at the mountainous part of National Route 12 of Lao PDR is important in order to facilitate exportation of agriculture & forestry products in Lao.
[food processing company in Lao, logistics company in VN, logistics company in TH]
New requests/proposals
-Improvement of road condition/spec of EWEC (especially Lao part), along with streetlights is essential for smoother transportation.
[auto maker in Thailand, logistics company in Viet Nam, finance company in Viet Nam]
-If railway from Vientiane to Bangkok could be used for cargo carriage, it would be useful for lowering transportation costs.
[garment manufacturers in Lao]
-Development of National Route 18 of Lao PDR to Da Nang seaport would be beneficial for sectors such as agro-business, tourism and mining.
[trading company and agro-business company in Lao]
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(Ref.) JETROS Research on a trilateral transportation (BangkokHanoi) through Third Mekong Bridge
JETRO conducted the research on the trilateral transportation through the Third Mekong Bridge from Bangkok to Hanoi in March 2012. Comparison with the route through the East-West Economic Corridor via the Second Mekong Bridge is as follows; <Mukdahan-Hong Linh>
Via 3rd Bridge 449km Via 2nd Bridge 595km
(Comparison)
Distance Average Speed Actual Drive Time Custom Clearance Time Transshipment Time
Via 3rd Bridge Via 2nd Bridge
<Suggestions> Despite shorter distance, it is more costly and took longer lead time. Shorter custom clearance will be expected by introducing Transit procedure under CBTA at the Third Bridge. Improvement of logistics infrastructure, development of human resources, promotion of the single stop / single window and extension of operating hours at the customs will contribute to the attractive business environment. 13
-Considering that automobile industries in India would grow fast, Dawei project would have a significant meaning in realizing mutual complementation between India and Thailand.
[auto company in TH]
-In order for Myanmar industries to reap the benefit from Dawei project, enhanced connectivity between Yangon and Dawei would be necessary.
[E&E manufacturer in MM
New requests/proposals
- Responding to the increasing number of cargo vessels navigating through Mekong river to HCM , It need to eliminate bottlenecks at Cho Gao Canal such as narrow canal width, too low for navigating under bridge [logistics company in Viet Nam] - Maintenance/ re-connecting of the current railway between Bangkok, Phnom Penh and Ho Chi Minh City would be helpful to convey bulky products [paper manufacturer in Malaysia]
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Summary of Chapter-IV
Potential industries and appropriate policy
Business sectors pointed out potential of CLM countries, especially i) parts industries in Cambodia and ii) garment industry (Yangon area) and material industry (Dawei) in Myanmar. While manufacturing sectors investment in Mekong sub-region has been increasing, several companies pointed out that agro-based industries are still important especially in CLM countries. Necessity of appropriate industrial policy (especially, automobile industry in Viet Nam) was also pointed out.