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Performance and
Monitoring of the Selected
Bhutan’s Trade Corridors
Trade and Transport Facilitation
Monitoring Mechanism in Bhutan:
Baseline study series #6
The United Nations Economic and Social Commission for Asia and the Pacific (ESCAP) is the regional
development arm of the United Nations and serves as the main economic and social development centre
for the United Nations in Asia and the Pacific. Its mandate is to foster cooperation between its 53
members and 9 associate members. ESCAP provides the strategic link between global and country-level
programmes and issues. It supports Governments of countries in the region in consolidating regional
positions and advocates regional approaches to meeting the region’s unique socioeconomic challenges in
a globalizing world. The ESCAP secretariat is in Bangkok. Please visit the ESCAP website at
<www.unescap.org> for further information.
The darker areas of the map are ESCAP members and associate members.
i
Performance and Monitoring of the Selected Bhutan’s Trade
Corridors
The 6th report of a series of 6 studies on Trade and Transport Facilitation
Monitoring Mechanism (TTFMM) in Bhutan
Copyright © United Nations 2017
June 2017, Bangkok, Thailand
Disclaimers
All rights reserved. The opinions, figures and estimates set forth in this publication are the responsibility
of the authors and should not be considered as reflecting the views of carrying the endorsement of the
United Nations or the Asian Development Bank. Any errors are the responsibility of the authors.
Mention of firms’ names and commercial products does not imply the endorsement of the United Nations
or the Asian Development Bank.
The designations employed and the presentation of the material in this publication do not imply the
expression of any opinion whatsoever on the part of the Secretariat of the United Nations or the Asian
Development Bank concerning the legal status of any country, territory, city or area, or of its authorities,
or concerning the delimitation of its frontiers or boundaries. Where the designation “country” or “area”
appears, it covers countries, territories, cities or areas.
References to dollars ($) are to United States dollars unless otherwise stated.
Bibliographical and other references have, wherever possible, been verified. The United Nations and the
Asian Development Bank bear no responsibility for the availability or functioning of URLs.
All the material in this publication may be freely quoted or reprinted, but acknowledgement is required,
and a copy of the publication containing the quotation of reprint should be sent to the United Nations
Economic and Social Commission for Asia and the Pacific (ESCAP) Publications Office.
The use of this publication for any commercial purposes, including resale, is prohibited unless permission
is first obtained from ESCAP and the Asian Development Bank. Requests for permission should state the
purpose and the extent of reproduction.
This publication has been issued without formal editing.
ii
Contents
PREFACE ...................................................................................................................................... iv
ACKNOWLEDGEMENTS ............................................................................................................ v
EXECUTIVE SUMMARY ........................................................................................................... vi
Chapter 1. Introduction ................................................................................................................... 7
1.1 Background of the TTFMM baseline study in Bhutan .......................................................................7
1.2 Introduction to the Corridors under study ..........................................................................................8
1.3 Specific scope of the study .................................................................................................................8
Chapter 2. Methodology and data collection .................................................................................. 9
2.1 Overview of Time-Cost-Distance and CAREC Corridor Performance Measurement and
Monitoring methodology ..........................................................................................................................9
2.2 Data Collection .................................................................................................................................10
Chapter 3. Analysis and findings .................................................................................................. 12
3.1 Key Performance Indicators .............................................................................................................12
3.1.1 Performance along the Kolkata - Phuentsholing corridor .........................................................12
3.1.2 Performance along the Burimari - Phuentsholing corridor .......................................................16
3.2 Bottlenecks and Solutions ................................................................................................................17
Chapter 4. Discussion and conclusion .......................................................................................... 19
4.1 Discussion: Challenges and Opportunities for Enhancing Performance of the Corridors ................19
4.2 Originality and contribution of the study ..........................................................................................20
4.3 Further work .....................................................................................................................................20
Appendixes ................................................................................................................................... 22
Appendix 1. List of participants of workshops for the TTFMM baseline study in Bhutan ....................22
Appendix 2. CPMM data collection form ..............................................................................................31
Appendix 3. Instructions on how to fill out the CPMM data collection form ........................................32
iii
List of Tables
Table 1 Time frame for implementing TTFMM baseline study .................................................................11
List of Figures
Figure 1 Evolution of CPMM .....................................................................................................................10
Figure 2. Average Speed along the Kolkata–Phuentsholing Corridor (km/h) ............................................12
Figure 3 breakdown of journey time along the Kolkata- Phuentsholing corridor ......................................13
Figure 4 Time-distance charts for different journeys along the Kolkata- Phuentsholing corridor .............14
Figure 5 Average speed along the Burimari - Phuentsholing corridor .......................................................16
Figure 6 Time-distance charts for a typical journey along the Burimari - Phuentsholing corridor ............17
iv
PREFACE
In the process of undertaking the baseline study of Trade and Transport Facilitation Monitoring
Mechanism (TTFMM) in Bhutan, six studies are carried out to provide multiple facets of trade and
transport facilitation covering export and import of specific products, corridors and border crossings. A
synthesis report is also produced based on five study reports.
The current report is focused on performance and monitoring of two corridors Kolkata –
Phuentsholing and Burimari - Phuentsholing. It is a stand-alone document itself and the 6th report of a
series of 6 studies on TTFMM in Bhutan. It feeds the TTFMM synthesis report. As such, it needs to be
read along with other reports to fully understand the background, key findings and conclusions of the
TTFMM baseline study.
v
ACKNOWLEDGEMENTS
In conducting the studies and preparing this report, great support was received from the host
country which was essential for completion of the study. Guidance from Mr. Yonten Namgyel, Director,
Department of Revenue and Custom and Member Secretary of National Trade and Transport Facilitation
Committee (NTTFC) was vital for completing the study.
The report was prepared by Tengfei Wang. Data were collected by Tshering Choden and Sara
Sunwar in cooperation with Achyut Bhandari, ADB national consultant. Deki Gyamtsho also contributed
substantially to data collection. Josiah Littlehales, Vyonna Bondi and Elena Kirova substantially
contributed to data input and analysis during their internship at UNESCAP.
The report constitutes part of the TTFMM baseline study which was managed by Tengfei Wang
from ESCAP and Aileen Pangilinan from ADB under the guidance of Yann Duval and Ronald Antonio
Q. Butiong. Tanya E. Marin, Linel Ann Reyes-Tayag, and Alona Mae Agustin from ADB provided
support for the logistical arrangement of the workshops.
Participants of the various workshops under the project, as detailed in Appendix 1, substantially
contributed their expertise to enhance the quality of the project. Sonam Dema played a crucial role for
organizing the TTFMM national validation workshop on 3-4 August 2016 in Thimphu, Bhutan1.
Fedor Kormilitsyn from ESCAP delivered training on Time-Cost-Distance (TCD) method at the
national workshop on TTFMM held in Phuentsholing, Bhutan on 10-14 March 2014. His guidance on
application of TCD is gratefully acknowledged. Jeff Procak and Ying Qian from ADB shared toolkits and
experience on conducting Corridor Performance Measurement and Monitoring (CPMM) in Central Asia
which provides important reference for carrying out similar studies in Bangladesh.
The TTFMM baseline study is funded under both ADB’s Technical Assistance Special Fund and
the Japan Fund for Poverty Reduction.
1 http://sasec.asia/index.php?page=event&eid=213&url=bgd-ttfmm-validation
vi
EXECUTIVE SUMMARY
The current report is focused on performance and monitoring of two corridors Kolkata –
Phuentsholing and Burimari - Phuentsholing. The study analyzes the average speed along the corridor
and identifies key bottlenecks. The key methodology for study is the CAREC’s Corridor Performance
Measurement and Monitoring (CPMM) method. The time-distance graphs according to the Time-Cost-
Distance method developed by ESCAP were also prepared.
The report finds that the average speed along the corridor under study is very low. For example,
average speed with delays is 9 kilometers per hour (km/h) and without delays is 15 km/h along Kolkata–
Phuentsholing corridor. Similarly, the study reveals that average speed with delays is about 5 km/h and
without delays is 16 km/h along Burimari–Phuentsholing corridor. Such speed is much lower than the
average speed surveyed in Central Asia, highlighting that both transport infrastructure and vehicles
remain a challenge for efficient transport along the corridor.
Such challenges also mean tremendous opportunities for improvement. The report shows that if a
vehicle along the SASEC corridor can travel at 30 km/h from Kolkata to Phuentsholing, which is still low
compared with the average speed along CAREC corridors, on average potentially 67 hours of journey
time, or approximately two thirds of the journey time, can be saved.
In light of the BBIN Motor Vehicle Agreement, this also raises the issue of the importance of
continuous and effective monitoring of the corridor. The current study provides baseline data for the
corridor. It is useful to observe whether trade and transport performance along the corridor improve over
time. Such monitoring will serve as a useful tool to test the effectiveness of BBIN MVA for enhancing
trade and transport efficiency in South Asia.
7
Chapter 1. Introduction
1.1 Background of the TTFMM baseline study in Bhutan
The TTFMM baseline study in Bhutan was conducted as part of a broad initiative to establish
sustainable trade and transport facilitation monitoring mechanisms (TTFMM) in the country in the
long term. The TTFMM project covers not only Bhutan but also Bangladesh and Nepal under the
South Asia Sub-regional Economic Cooperation (SASEC) Program. In particular, the TTFMM
baseline study aims to:
1) Explain the rationale for establishing TTFMM and key methodology for data collection and
analysis.
2) Provide a set of indicators and underlying data on trade and transport facilitation performance
in Bhutan. Such baseline data will ensure that the progress or setbacks in trade facilitation
performance in the country can be benchmarked.
3) Diagnose key bottlenecks and recommendations for removing bottlenecks and simplifying
trade procedures. In this respect, the study provides policy recommendations to policy makers
and stakeholders.
4) Propose a way forward to maintain the sustainability of TTFMM. Sustainability is at the core
of the design of TTFMM. In this respect, this report provides specific recommendations on
how to maintain sustainability of TTFMM including institutional arrangement, data collection
and analysis, and best way to utilize the study output.
The scope of the baseline studies of TTFMM was decided through a series of regional and
national training workshops held in Bangkok, Thailand in November 2013, in Phuentsholing, Bhutan
in April, 2014, Wuhan, China in October 2015 and in Bangkok, Thailand in January 2016. A wide
range of stakeholders were consulted in this process, as shown in the lists of participants of different
meetings in Appendix 1. After extensive exercise and discussion with the relevant stakeholders, it
was agreed that the TTFMM baseline study in Bhutan would cover the following processes, products
and trade routes and corridors:
(i) Import of kitchen and table wares of plastics (melamine products) from Bangladesh
to Bhutan through Burimari- Changrabandha- Jaigaon- Phuentsholing- Thimphu;
(ii) Import of light motor vehicles (LMVs) from countries outside South Asia via the
Indian port of Kolkata;
(iii) Export of Cardamom from Bhutan to Bangladesh via Phuentsholing–Jaigaon–
Changrabandha-Burimari; and
8
(iv) Export of ferro silicon from Bhutan to countries outside South Asia (Europe or USA).
More specifically, it was decided that the Business Process analysis (BPA) would cover all
the above-mentioned products and corridors, Time Release Study (TRS) would cover border crossings
at Phuentsholing for both exports and imports and Time-Cost-Distance (TCD) /Corridor Performance
Measurement and Monitoring (CPMM) would cover the corridors from Kolkata to
Phuentsholing/Thimphu and Burimari to Phuentsholing/Thimphu.
1.2 Introduction to the Corridors under study
Both corridors covered by the study are strategically important for Bhutan and the region. The
corridor Kolkata – Phuentsholing is crucial for conducting international trade between Bhutan and
third countries. All goods originated from the third countries, except by air, have to enter Bhutan
through Kolkata – Phuentsholing corridor. Kolkata – Phuentsholing is a part of South Asia
Subregional Economic Cooperation (SASEC) corridor 3.
The corridor Dhaka - Burimari - Changrabandha - Burimari – Jaigaon - Phuentsholing –
Thimphu (the SARRC Corridor 8) connect Bangladesh with Bhutan via India. It is the principal trade
route for Bangladesh-Bhutan bilateral trade. The transit distance of this corridor in in India
(Changrabandha to Jaigaon) is 115 km.
1.3 Specific scope of the study
The Report is focused on performance and monitoring of two corridors Kolkata –
Phuentsholing and Burimari - Phuentsholing. The study analyzes the average speed, travel time and
costs along the corridor. It is a stand-alone document itself and the 6th report of a series of 5 studies
that feeds the synthesis report. As such, it needs to be read along with other reports to fully understand
the background, key findings and conclusions of the TTFMM baseline study.
9
Chapter 2. Methodology and data collection
2.1 Overview of Time-Cost-Distance and CAREC Corridor Performance
Measurement and Monitoring methodology
Time-Cost-Distance methodology was developed by UNESCAP to assist decision makers in
understanding the pattern and magnitude of time and cost involved in the transportation process and
identify, isolate and address physical and non-physical obstacles. The output is a visual representation
of the transport process from origin to destination, which plots distance (x-axis) against either
cumulative time or cumulative cost (y-axis).
The "Time/Cost-Distance Methodology" (T/C-D) has the following functions and features.
Provides a graphical representation of cost and time data associated with transport
processes;
Can help identify inefficiencies and isolate bottlenecks along a particular route by looking
at the cost and time characteristics of every section along a transport route;
Includes a detailed breakdown of cost and time spent;
Enables policy makers to compare the changes of cost and/or time required for
transportation on a certain route over a period of time; and
Helps evaluate competing modes of transport operating on the same route and assess
alternative transport routes.2.
TCD has been applied by ADB and evolved to be the so-called Corridor Performance
Measurement and Monitoring (CPMM) method3, as shown in Figure 1. As CPMM has been widely
used in Central Asia, it is adopted by the current TTFMM baseline study. In the meantime, the
graphic representation of time-distance chart recommended by TCD is also adopted in this report.
2 More information is available at < http://www.unescap.org/resources/timecost-distance-methodology>. 3 Detailed discussion is available at <https://www.adb.org/sites/default/files/publication/148731/carec-
cpmm-forward-looking-retrospective.pdf>.
10
Figure 1 Evolution of CPMM
Source: Asian Development Bank, https://www.adb.org/sites/default/files/publication/148731/carec-
cpmm-forward-looking-retrospective.pdf
According to the CAREC, CPMM methodology used two measures of speed: speed without
delay (SWOD) and speed with delay (SWD). SWOD is the ratio of the distance travelled to the time
spent by a vehicle in motion between origin and destination (actual traveling time). SWD is the ratio
of distance travelled to the total time spent on the journey, including the time the vehicle was in
motion and the time it was stationary. These two indicators are included in the study.
2.2 Data Collection
Time frame for implementing TTFMM baseline study in Bhutan including the TRS studies is
shown in Table 1. It took approximately 14 months to complete the baseline study. The key activities
are highlighted below.
11
Table 1 Time frame for implementing TTFMM baseline study
2015 2016
10 1 2 3 4 5 6 7 8 9 10 11 12
Sub-regional meeting to plan the
baseline study in Wuhan, China
Workshop to finalize the plan of the
baseline study in Bangkok, Thailand
Data collection on BPA
Data collection on TRS
Data collection on TCD/CPMM
TTFMM database, analysis and draft
report
National results validation meeting
Refine TTFMM data and analysis,
and finalize study report
Data collection on CPMM
A data collection form was designed based on the ADB CPMM approach, as shown in
Appendix 2. Further, explanation of the data collection forms (as shown in Appendix 3) is provided
to the trucking and transport companies in charge of collecting data.
Data collection was carried out during May-September 2016. Overall 49 samples were
collected for the corridor Kolkata–Phuentsholing. However, only 10 samples were included for
analysis as the remaining forms were either not correctly filled out or incomplete. This conclusively
highlights the issues around the difficulty in collecting reliable data for analysis.
For the Burimari- Phuentsholing corridor, data was collected during May-July 2016. Initially,
it was planned that data related to the corridor connecting Burimari-Thimphu would be collected.
However, the study team soon realised that many vehicles from India stopped in Phuentsholing.
Additionally, the cargoes were often transported by Bangladeshi and Indian vehicles in Bangladesh
and India, respectively, making it difficult to collect data along the whole corridor. In total, 25
samples were collected. After data validation, it was found that 17 samples had valid data for analysis.
12
Chapter 3. Analysis and findings
3.1 Key Performance Indicators
3.1.1 Performance along the Kolkata - Phuentsholing corridor
As discussed in detail in Chapter 2, the Corridor Performance Measurement and Monitoring
(CPMM) method is adopted in this report to calculate speed without delay (SWOD) and speed with
delay (SWD). SWOD is the ratio of the distance travelled to the time spent by a vehicle in motion
between origin and destination (actual traveling time). SWD is the ratio of distance travelled to the
total time spent on the journey, including the time the vehicle was in motion and the time it was
stationary.
As shown in Figure 2, the average speed along the corridors is strikingly low. SWOD and
SWD amount to 9km/h and 15km/h, respectively. This highlights the level of challenge for
developing efficient logistics along the corridor.
Figure 2. Average Speed along the Kolkata–Phuentsholing Corridor (km/h)
km/h = kilometer per hour, S = sample.
Source: Prepared by the project team.
13
Figure 3 shows the total travel, rest and delay time. It shows that, on average, the total journey
time including travel, rest and delay time is approximately 98 hours which includes total travel time
across samples amounting to 59 hours, or approximately 60% of the journey time. Total rest time
across the samples amounts to approximately 22 hours, or 22% of the journey time. Total delay time
amounts to 17 hours, or 17% of the total journey time.
Figure 3 breakdown of journey time along the Kolkata- Phuentsholing corridor
S = sample.
Source: Prepared by the project team.
The time-distance graphs (figures 3) show more detail on vehicle movement along the
corridor. Figure 4 indicates that, in the scenario that 1) a vehicle travels along the corridor at a speed
of 30 km/h; 2) the total time for the driver to sleep and rest is 20% of the total journey time; and 3) all
unnecessary delays are removed, as indicated by the “Scenario” in the figure, the journey takes on
average 32 hours, compared with the average 99 hours according to the samples collected. In other
words, on average potentially 67 hours of journey time, or approximately two thirds of the journey
time, can be saved.
14
Figure 4 Time-distance charts for different journeys along the Kolkata- Phuentsholing corridor
Sample 2
Sample 3
0
50
100
150
200
0 200 400 600 800 1000
Cumulative time Scenario
Sample 4
Sample 6
Sample 8
Sample 9
15
Figure 4. Continued
Sample 10
Sample 11
Sample 13
Sample 14
As far as the costs are concerned, this study only covers the journey costs incurred during
stops of the journey such as customs inspection, tolls and other inspections. Such costs can be treated
as external costs for transport and logistics companies. The total fee for toll road is about 700 to 900
Rupees (or US$ 10 -13) according to the results from the interviews with the drivers, supplemented by
some available hard evidence (such as receipt from toll road). Some anecdotal evidence suggests that
informal fees may constitute a large amount of total journey fees. Initially the study also planned to
study the costs of informal payments. However, given the sensitivity of such data, it was simply
impossible to get accurate data for analysis.
16
3.1.2 Performance along the Burimari - Phuentsholing corridor
As shown in Figure 5, average speed along the Burimari - Phuentsholing corridors is low.
Average speeds “with” and “without” delays are approximately 5km/h and 16km/h, respectively. This
highlights the fact that both transport infrastructure and vehicles remain a challenge for efficient
transport along the corridor.
Figure 5 Average speed along the Burimari - Phuentsholing corridor
km/h = kilometer per hour, S = sample
Source: Prepared by the project team.
Figure 6 shows the average journey time vis-à-vis a scenario whereby the vehicle travels at 30
km/h without delays. It shows that on average, 21 hours of journey time can be reduced if the vehicle
can travel at 30 km/h without any delays along the corridor.
17
Figure 6 Time-distance charts for a typical journey along the Burimari - Phuentsholing corridor
As far as costs are concerned, on average, nearly 2,000 Indian Rupees (or approximately US$
30) are required for the 5 stops encountered on the Burimari to Phuentsholing journey.
3.2 Bottlenecks and Solutions
Analysis of the data collected utilizing the CPMM method, along with discussion with
the drivers, customs brokers and freight forwarders, reveals the key common bottlenecks
along the two corridors under study. The following was observed:
• Multiple stops: Data from CPMM shows on average, a vehicle needs to stop about 10
times during the journey from Kolkata to Phuentsholing and about 5 times from
Burimari to Phuentsholing. Reasons for stop include inspections in India, queuing at border
crossings and some key junctions, rest and accommodation. In some cases, the heavy vehicles
are only allowed to drive on the road at nights.
• Unofficial payments: data in this respect are extremely scarce and unreliable; therefore,
conclusions in this respect are tentative. Nevertheless, according to anecdotal evidence and
discussions with drivers, it was found that unofficial payments along the corridors took place.
18
To remove the bottlenecks along the corridors, the following aspects need to be
reviewed by policy makers and other stakeholders.
• Unnecessary inspections should be eliminated. Some inspections along the corridors
are necessary and valid. For instance, it is essential to check the travel documents and,
in some cases, to inspect the goods carried in vehicle. However, repetitive and
unnecessary inspections should be eliminated.
• Enhance the transport infrastructure. Improvement of the transport infrastructure often
requires large investments. ADB, through its SASEC programme, has been playing an
important role for enhancing transport infrastructure in the region. Partnership among
India and Bhutan, as well as development partners and donors should continue to pool
resources to enhance transport infrastructure along the road.
• Enhance the quality of vehicles. Whenever possible, containerised vehicles should be
utilised. As the containers are sealed in Kolkata and the seals are removed in
Phuentsholing, the cargoes inside containers should not be inspected during the
journey, which can greatly save travel time.
• Transport and logistics service providers may introduce best practice and enhance
professionalism of the drivers. Interviews with the drivers and trucking companies
reveal that often, there is only one driver for a vehicle. Driving for the long journey
may cause fatigue. In some cases, the driver may prefer to stay in some hotels or in
the homes of their relatives or acquaintances which may cause delays. The transport
and logistics companies need to find ways to ensure the drivers are deployed in an
optimal manner, which will lead to road safety and enhance transport efficiency.
19
Chapter 4. Discussion and conclusion
4.1 Discussion: Challenges and Opportunities for Enhancing Performance of the
Corridors
According to report from ADB CAREC Programme4, most trucks move at an average speed
between 30-40 km/h. In some cases, trucks can move over 50 km/h.
As discussed in this report, if a vehicle along the SASEC corridor can travel at 30 km/h from
Kolkata to Phuentsholing, which is still low compared with the average speed along CAREC
corridors, on average potentially 67 hours of journey time, or approximately two thirds of the journey
time, can be saved. This shows the challenges for developing efficient transport and trade logistics
along the SASEC corridors.
Overcoming such challenges is certainly not insurmountable. Improving transport
infrastructure and the quality of the vehicle are certainly vital but may require increased financing and
investment, and in some cases, may also need a longer period for materialization.
To reduce unnecessary delays and inspections would immediately reduce journey time and
increase average speed along the journey. Furthermore, such unnecessary delays would no doubt slow
down the speed of vehicles. An analogy is that a blocked pipe definitely slows down the flow of
water.
To achieve such a target, support from the transit country India is crucial. Transport and
logistics service providers can certainly play an active role as well. By enhancing the quality of
vehicles and abiding by the local laws and regulations (for instance, no overloading), the chance to be
inspected may also be lowered.
The study reveals that official costs along the corridors are very low. When the study teams
held meetings with different stakeholders, anecdotal evidence suggests that unofficial costs can be
high. The study team initially planned to gather information on unofficial costs following the same
method adopted in CAREC. However, given the sensitivity of the issues, it turned out to be
impossible to collect such information. More innovative and feasible solutions need to be identified to
investigate this issue.
4 http://cfcfa.net/images/downloads/CPMM_AR20_15_%20ENG.pdf
20
This also raises an issue on the importance of continuous and effective monitoring of the
corridor. The current study provides baseline data for the corridor. It is useful to observe whether
trade and transport performance along the corridor improves over time.
4.2 Originality and contribution of the study
The Report finds that the average speed along the corridors under study were very low. This
may not sound totally new for some experts, logistics service providers and policy makers. However,
the contribution of the study cannot be underestimated. It is probably the first time that raw data is
collected to record vehicle movements along the corridors. The quantitative indicators derived from
the study provide more precise measurements of corridor performance and reflects the real challenge
and urgency for improving logistics efficiency along the corridor.
Bearing in mind that the current study is part of the baseline study of Trade and Transport
Facilitation Monitoring Mechanism (TTFMM), the indicators produced in this study provide a
fundamental benchmark for monitoring the performance of corridor over time. In other words, policy
makers, practitioners and other stakeholders may start monitoring the average speed and other
indicators along the corridors over time and observe whether the performance is improved or
deteriorated.
This study is meaningful and timely in light of the BBIN Motor Vehicle Agreement. No
doubt, one of the key objectives of BBIN Motor Vehicle Agreement is to enhance the efficiency of
logistics and transport along the corridor. The Report presents both the challenges and enormous
opportunities for enhancing transport efficiency along the BBIN corridors. On the one hand, as
mentioned earlier, the current average speed of vehicle movement along the corridor is very low. On
the other hand, if the average speed can be improved to 30 km/h, on average, 44-50 per cent of the
transport time can be reduced. Policy makers and other stakeholders should treat this as encouraging
news because once the measures to streamline the trade and transport process are put in place,
substantial improvement in transport along the corridors can be expected.
4.3 Further work
When similar studies are carried out in the future, three areas can be further strengthened.
First, future studies, whenever possible, should cover the whole corridor including the border crossing
points. The current study was initially aimed to collect data along the whole corridor. However, this
turned out to be extremely difficult due to the current transport, warehousing and border crossing
process. Using export from Bangladesh to Bhutan as an example, transport is carried out by
21
Bangladesh trucking companies within Bangladesh, and the cargo is unloaded to the warehouse near
the border between Bangladesh and India. The agencies of traders from Bangladesh and Bhutan
further coordinate transport from Burimari, Bangladesh to Phuentsholing, Bhutan. Often a truck
owned by an Indian transport company is hired to execute transport. Due to the large number of actors
in the process such as the Bangladesh trucking company, the Indian trucking company, the
warehousing company and the agencies, it is very difficult to manage a data collection questionnaire
covering the whole corridor.
Second, the sample for the study in the future should be enlarged. In the process of data
collection for the current study, the study team experienced tremendous difficulty in data collection.
For instance, some drivers were not able to write or record data correctly. Some drivers were reluctant
to report the real data. The study team spent significant time and efforts analysing and verifying data.
Some data with errors were excluded for final analysis.
Third, the study team should explore alternative methods of collecting data instead of using
the drivers only. For instance, data could be recorded by designated persons at pre-determined
locations or stops along the route. In the light of the reasons given above about drivers’ hesitation to
record the data for various reasons, it would be prudent to try alternative methods for the sake of more
reliable data and for comparison purposes.
Challenges for data collection in these respects are huge but not insurmountable. The key
issue is that political will and support from all governments along the corridor needs to be available.
This can be translated into effective action and cooperation by logistics and transport operators to
collect data.
An innovative approach should be explored to collect data. For instance, some data may be
stored in a computer system which should be used to the maximum level. The increasingly popular
smartphone in developing countries including the countries along the corridors in South Asia may
help capture the movement of vehicles.
22
Appendixes
Appendix 1. List of participants of workshops for the TTFMM baseline study
in Bhutan
A1. Inception Workshop on Trade and Transport Facilitation Performance Monitoring
26-27 November 2013
Bangkok, Thailand
GOVERNMENT OF BANGLADESH
Mr. Sultan MD Iqbal
Member (Customs Intelligence & Audit)
National Board of Revenue, Dhaka
Mr. Nasir Arif Mahmud
Joint Secretary
Ministry of Shipping
Mr. AKM Akhter Hossain
President
Chittagong Customs Clearing & Forwarding
Agents
Association, Agrabad, C/A
Mr. M. Nurul Amin
Deputy Director (CM)
Bangladesh Standard Testing Institute (BSTI)
Mr. AHM Ahsan
Trade Consultant (Deputy Secretary)
Ministry of Commerce
Mr. Afsarul Arifeen
Additional Secretary
The Federation of Bangladesh Chambers of
Commerce and Industry (FBCCI)
GOVERNMENT OF BHUTAN
Mr. Choiten Wangchuk
Director General, Department of Public Accounts
Ministry of Finance
Mr. Sonam Wangchuk
Director, Department of Trade
Ministry of Economic Affairs
Mr. Choyzang Tashi
Director, Department of Revenue and Customs
Ministry of Finance
Mr. Karma Dorji
Executive Director, Bhutan Agriculture and Food
Regulatory Authority (BAFRA)
Ministry of Agriculture and Forests
Mr. Palden Dorjee
General Manager
Forwarders and Clearing Agent
Mr. Sonam Dorji
Business Promotion Officer
Bhutan Chamber of Commerce and Industry
GOVERNMENT OF INDIA
Mr. Devendra Kumar Singh
Additional Director General of Foreign Trade
Directorate General of Foreign Trade
Ministry of Commerce and Industry
Mr. Sunil Kumar Das
Commissioner of Customs
Office of the Commissioner of Customs
Mr. N. Venkatesh
Additional Director General
Systems Directorate
Mr. Prabir De
Senior Fellow
Research and Information System for
Developing Countries (RIS), and
ASEAN-India Centre
23
GOVERNMENT OF NEPAL
Mr. Navaraj Dhakal
Under Secretary
Ministry of Commerce and Supplies
Mr. Damber Bahadur Karki
Under Secretary
Ministry of Physical Planning and Transport
Mr. Rajan Sharma
President
Nepal Freight Forwarders Association (NEFFA)
Mr. Sarad Bickram Rana
Executive Director
Nepal Intermodal Transport Development Board
WORLD CUSTOMS ORGANIZATION
ASIA PACIFIC REGIONAL OFFICE
FOR CAPACITY BUILDING (ROCB A/P)
Mr. Yoshihiro Kosaka
Head
WCO (ROCB A/P)
Mr. Sekhar Bonu
Director
SARC, South Asia Regional Department
Mr. Lawanya Kumar Dhakal,
Director
Department of Customs
Mr. Parashu Ram Adhikari
Senior Plant Protection Officer
Ministry of Agriculture and Development
RESOURCE PERSONS
Mr. Takashi Matsumoto
External Relations Coordinator
Office of the Secretary General
World Customs Organization
Ms. Pavaran Tanmesin
Director
Krabi Customs House
Mr. Sanghyup Lee
Director
Clearance Facilitation Section
Seoul Main Customs
Republic of Korea
ASIAN DEVELOPMENT BANK (ADB)
Mr. Ronald Antonio Butiong
Principal Regional Cooperation Specialist
SARC, South Asia Regional Department
Mr. Cuong Minh Nguyen
Senior Economist (Regional Cooperation)
SARC, South Asia Regional Department
Ms. Rosalind McKenzie
Regional Cooperation Specialist
SARC, South Asia Regional Department
Ms. Aileen Pangilinan
Associate Programs Officer
SARC, South Asia Regional Department
Mr. Jesusito Tranquilino
Regional Cooperation and Integration Expert
SARC, South Asia Regional Department
Ms. Linel Ann Reyes-Tayag
Operations Assistant
SARC, South Asia Regional Department
Mohammad Ehteshmaul Hoque
National Trade Facilitation Expert-Bangladesh
SARC, South Asia Regional Department
Achyut Bhandari
National Trade Facilitation Expert-Bhutan
SARC, South Asia Regional Department
Shyam Dahal
National Trade Facilitation Expert-Nepal
SARC, South Asia Regional Department
UNESCAP
Mr. Yann Duval
Chief, Trade Facilitation Unit
Trade and Investment Division
Mr. Tengfei Wang
Economic Affairs Officer
Trade Facilitation Unit
Trade and Investment Division
Mr. Fedor Kormilitsyn
Economic Affairs Officer
Transport Division
24
A2. National Workshop on Trade and Transport Facilitation Monitoring Mechanism
Phuentsholing, Bhutan, 10-14 March 2014
Mr. Yonten Namgyel
DIRECTOR (Member Secretary of NTFC), DRC,
Thimphu
Mr. Tenzin Norbu
COLLECTOR, Customs & Excise, DRC HQ,
Thimphu
Mr. Phuntsho Wangdi
Joint Collector, PMU-STF Unit, Customs &
Excise, DRC HQ, Thimphu
Mr. Sonam Penjor
Dy. Chief ICT Officer, ICT Division, DRC HQ,
Thimphu
Mr. Karma
Sr. ICT Officer, ICT Division, DRC HQ, Thimphu
Mr. Tshewang Dendup
Asst. ICT Officer, ICT Division, DRC HQ,
Thimphu
Mrs. Sangay Choden
Revenue Officer (DRC Statistician), Revenue
Accounts & Audit Division, DRC HQ, Thimphu
Mr. Phuntsho Dorji
Deputy Collector, NTFC Secretariat & PMU-STF
Unit, Customs & Excise, DRC HQ, Thimphu
Mr. Sonam Gyeltshen
Office Assistant, DRC HQ, Thimphu
Mr. Ugyen Namgyel
REGIONAL DIRECTOR, RRCO Phuentsholing
Mr. Tandin Wangchen
Deputy Collector, Customs & Excise, RRCO
Phuentsholing
Mr. Ugyen Thinley
Assistant Collector, Customs & Excise, RRCO
Phuentsholing
Ms. Dawa Lham
Asst. Customs Officer, Customs & Excise, RRCO
Phuentsholing
Mr. Darjay
Asst. Customs Officer, Customs & Excise, RRCO
Phuentsholing
Mr. Sonam Dorji, Joint Collector RRCO
SJhongkhar
Mrs. Deki Gyamtsho
Assistant Collector, RRCO Paro
Mr. Dechen Wangdi
Customs Officer, RRCO Samtse
Mr. Kesang Yeshey
Assistant Collector, RRCO Gelephu
Mr. Tshering Dorji
Assistant Collector, RRCO Thimphu
Mr. Ugyen
Trainer/Consultant, Institute of Management
Studies, Thimphu
Mr. Dawa
Sr. Statistical Officer, National Statistics Bureau,
Thimphu
Mr. Jamyang Tashi
Manager, DHL, Thimphu
Mr. Palden Dorjee
General Manager, Leko Packers, Forwaders &
Clearing Agent, Thimphu
Mr. Sonam Gyaltshen
Dy. Chief Trade Officer, Department of Trade,
Thimphu
Mr. Sangay Dorji K
Immigration Officer, Department of Immigration,
Thimphu
Mr. Kunzang Wangdi
Specialist, Department of Road, Thimphu
Mr. Yeshi Dorji
Sr. Research Officer, BCCI, Thimphu
Mr. Damcho Tshering
General Manager, Bhutan Post, Southern Region
Mr.Dorji Tshering
President, Bhutan Exporters Association
Mr. Pema
Managing Director, Dophu Transport
Mr. Phajo Dorjee
Director, RMA, Thimphu
Mrs. Kinley Pelden
Chief, BAFRA, Thimphu
25
Ms. Tshering Choden
Staff, Rabten Roadways
Mr. Karma Pemba
Chief Transport Officer, RSTA, Thimphu
Mr. Tshering Yeshi
General Secretary, Bhutan Exporters Association
UN ECONOMIC AND SOCIAL
COMMISSION
FOR ASIA AND THE PACIFIC
Yann Duval
Chief
Trade Facilitation
Trade and Investment Division
Tengfei Wang
Economic Affairs Officer
Trade Facilitation
Trade and Investment Division
Fedor Kormilitsyn
Economic Affairs Officer
Transport Facilitation and Logistics Section
Transport Division
ASIAN DEVELOPMENT BANK
Cuong Minh Nguyen
Senior Economist (Regional Cooperation)
SARC, South Asia Department
Jacqueline Lam
Consultant (Trade Economist)
South Asia Department
26
A3. Trade and Transport Facilitation Monitoring Mechanism (TTFMM) meeting
Wuhan, China, 21 October 2015
BANGLADESH
Mr. Md. Abdul Hakim, First Secretary (Customs
Modernization), National Board of Revenue
Dhaka, Bangladesh
BHUTAN
Mr. Sonam Phuntsho Wangdi, Joint Secretary,
Ministry of Economic Affairs, Thimphu, Bhutan
Mr. Dhendup, Deputy Collector, Regional Revenue
and Customs Office, Department of Revenue and
Customs, Phuentsholling, Bhutan
Mr. Kesang Yeshey, Assistant Collector, Regional
Revenue and Customs Office, Department of
Revenue and Customs, Phuentsholling, Bhutan
INDIA
Mr. Zubair Riaz Kamili, Additional Commissioner,
Customs Commissionerate, New Delhi
Mr. Prabir De, Professor, India habitat Centre,
Zone 4B, Lodhi Road, New Delhi, India
NEPAL
Mr. Toya Narayan Gyawali, Joint Secretary,
Ministry of Commerce and Supplies, Kathmandu
Mr. Bishnu Prasad Paudel, Director, Customs
Department, Kathmandu, Nepal
Mr. Ananta Prasad Timsina, Customs Reform and
Modernization Section, Department of Customs,
Kathmandu, Nepal
Mr. Sharma Rajan, President, Nepal Freight
Forwarders Association and Member of Nepal
Trade & Transport Facilitation Committee,
Kathmandu, Nepal
INTERNATIONAL TRADE CENTRE (ITC)
Mr. Mohammad Saeed
Senior Advisor on Trade Facilitation
ASIAN DEVELOPMENT BANK (ADB)
Ms. Rosalind McKenzie
Regional Cooperation Specialist
Regional Cooperation and Operations
Coordination Division (SARC)
South Asia Department
Mr. Achyut Bhandari
National Trade Facilitation Expert
Independent of ADB for Bhutan
Thimphu, Bhutan
Mr. Mohammad Farhad
ADB Consultant/Customs Expert
Asian Development Bank (ADB)
Dhaka, Bangladesh
Mr. Sarad Bickram Rana
National National Customs Procures Expert
Asian Development Bank (ADB)
Kathmandu, Nepal
Dr. Posh Pandey
Chairman
South Asia Watch on Trade Economics and
Environment (SAWTEE)
Kathmandu, Nepal
____________
ESCAP
Mr. Tengfei Wang
Economic Affairs Officer
27
A4. Workshop for the Implementation of TTFMM Baseline Studies
Bangkok, Thailand, 13-15 January 2016
BANGLADESH
Mr. Md. Firoz Shah Alam
Member (Customs: Audit, Modernisation & Intl.
Trade)
National Board of Revenue
Mr. Md. Abdur Rob
Deputy Secretary
Ministry of Commerce
Mr. Hasan Mohammad Tarek Rikabder
Joint Commissioner
Customs Excise & Vat commissionarate,
Mr. Md. Enamul Hoque
Assistant Commissioner
Customs Excise & Vat commissionarate
Mr. Md. Sayeduzzaman Sayed
Sayed Enterprise (Clearing & Forwarding Agent,
Import and Export, and Transport) President,
Burimari C&F Agents Association
Mr. Md. Rezaul Karim
C&F Agent, Freight Forwarder & Importer-
Exporter
President, Banglabandha C&F Agents Association
Director, Panchagrah Chamber of Commerce &
Industry
BHUTAN
Mr. Karma Drukpa
Regional Director
Regional Trade and Industry Office
Mr. Pema Wangchen
Joint Commissioner
Liaison and Transit Office
Royal Bhutan Customs Office
Mr. Tandin Wangchhen
Joint Collector
Customs and Excise Division
Department of Revenue and Customs
Ms. Deki Gyamtsho
Deputy Collector
Regional Revenue and customs Office
Department of Revenue and Customs
Ms. Tshering Choden
Executive Director
Bhutan Clearing and Forwarding Agent
INDIA
Mr. Kundan Kumar
Superintendent
Department of Revenue (CBEC)
Ministry of Finance
NEPAL
Mr. Jib Raj Koirala
Joint Secretary
International Trade Relations
Ministry of Commerce & Supplies
Mr. Mimangsa Adhikari
Director
Customs Reforms & Modernization Section
Department of Customs
Mr. Nirmal Kumar Mainali
Customs Officer
Birgunj Customs
Kumar Bhattarai
Customs Officer
Mechi Customs Office
Mr.Rajan Sharma
President
Nepal Freight Fowarders Association
UNESCAP
Mr. Yann Duval
Chief, Trade Facilitation Unit
Trade and Investment Division
Mr. Tengfei Wang
Economic Affairs Officer
ASIAN DEVELOPMENT BANK (ADB)
Ms. Aileen Pangilinan
Programs Officer
South Asia Department
Mr. Acyut Bhandari
28
ADB Consultant
Mr. Phuntsho Wangdi
ADB Consultant
Dr. Posh Pandey
ADB Consultant
Mr. Sarad Bickam Rana
ADB Consultant
Mr. Prabir De
ADB Consultant
Mr. Mohammad Farhad
ADB Consultant
Ms. Leticia de Leon
ADB Consultant
Ms. Alona Mae Agustin
ADB Consultant
29
A5. National Validation workshop on Baseline Study of Trade and Transport Facilitation
Monitoring Mechanism (TTFMM)
Thimphu, Bhutan, 3 – 4 August 2016
Guests for opening and closing
Mr. Nim Dorji
Secretary, Ministry of Finance, Bhutan
Mr. Sonam Tenzin
Director, Department of Trade, MoEA
Mr. Yonten Namgyel
Director, Department of Revenue and Customs, MoF
Mr. Tshewang Norbu
Resident Representative, Bhutan Resident Mission,
Asian Development Bank
List of Participants
Mr. Tenzin Norbu
Collector, Customs & Excise, DRC, Thimphu
Mr. Tandin Wangchen
Joint Collector, Customs & Excise, DRC, Thimphu
Mr. Phuntsho Dorji
Deputy Collector, Customs & Excise, DRC,
Thimphu
Ms. Jambay Lhamo
Asst. Customs Officer, Customs & Excise, DRC,
Thimphu
Mr. Sangay Phuntsho
Regional Director, Regional Trade & Industry
Office, Thimphu
Mr. Zecko
Chief Trade Officer, Export Promotion Division,
Department of Trade, Thimphu
Mr. Pema Thinley
Sr. Trade Officer, Department of Trade, Thimphu
Mr.Tshering Nidup
Trade Officer, Import Section, DoT, Thimphu
Mr. Chador Wangdi
Dy. Chief of QCQD, Bhutan Agriculture & Food
Regulatory Authority, MoAF, Thimphu
Mr. Tashi Tenzin
Asst. Research Officer, Bhutan Standard Bureau,
Thimphu
Mr. Jigme Dorji
Sr. Research Officer, Royal Monetary Authority,
Thimphu
Mr. Yeshi Dorji
Sr. Research Officer, Bhutan Chamber of Commerce
& Industry, Thimphu
Mr. Karma Pemba
Chief Transport Officer, Road Safety & Transport
Authority, MoIC, Thimphu
Mr. Palden Dorji
General Manager, LEKO Packers (UPS), Thimphu
Mrs. Pema Yangdon
Country Manager, DHL, Thimphu
Ms.Wangmo
Regional Manager, Western Region, Bhutan Post,
Thimphu
Ms. Yadi Gurung
Officer, International Banking, Branch Office,
BNBL, Thimphu
Mr. Sangay Wangdi
General Manager, Royal Insurance Corporation of
Bhutan Ltd., Timphu
Mr. Choney Doji
International Banking, Bank of Bhutan, Thimphu
Mr. Sonam Tobgay
Mangaing Director, Sonam Thuendrel Export and
Import, Thimphu
Mr. Pema Lodey
General Manager, Bhutan Hyundai Motors, Thimphu
Mr. Sonam Dorji
Regional Director, RRCO PLING
Ms. Deki Gyamtsho
Deputy Collector, RRCO PLING
Mr. Tika Sharma
Executive Director, RSA Private Ltd., PLING
Mr. Kencho Dorji
Sr. Manager, Pelden Enterprise, PLING
30
Mrs. Tshering Choden
Agent, Bhutan Clearing & Forwarding Agent,
PLING
Mrs. Sara Sunwar
Agent, S.S Clearing, PLING
Ms. Pem Bidha, Regional Director, Regional Trade
& Industry Office, PLING
Mr. Tshering Yeshi
General Secretary, Bhutan Exporter Association,
PLING
Mr. Damcho Tshering
Regional Manager, Southern Region, Bhutan Post,
PLING
Mr. Phuntsho
Officer In charge, BAFRA, MoAF, PLING
Mr. Tengfei Wang, Economic Affairs Officer,
UNESCAP
Mr. Achyut Bhandari
Consultant, ADB
Mr. Phuntsho Wangdi
Consultant, ADB
Ms. Sonam Dema
Consultant, ADB
31
Appendix 2. CPMM data collection form (Kindly note that the data collection form is derived from the ADB CPMM Data collection Form)
Section A: to be filled in by the administrator or manager Control Number _________________
Driver’s name Line/Wechat ID Tel.
Driver’s company Email Tel.
Route
Commodity
Perishable? Yes / No Cargo Weight (Tons): Container? Yes / No
Section B: to be filed in by the driver
Please fill-up form properly and return to Mr. Sample, [email protected], Tel. 1234567.
Line ID: Wechat: ___ Skype _____
Stop No. Stop _0_ Stop _1_ Stop _2 Stop _3_
City/Place
Country
Distance from previous stop (km) 0
Date/time [DD-MM/HH-MI]
Border Crossing Point? Yes No
Reasons for stop 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
Activities Duration Costs Duration Costs Duration Costs Duration Costs
HR MI OC TC HR MI OC TC HR MI OC TC HR MI OC TC
Border Security / Control
Customs Clearance
Health / Quarantine
Phytosanitary
Veterinary Inspection
Visa/Immigration
Traffic Inspection
Police Checkpoint / Stop
Vehicle breakdown
Weight/Standard Inspection
Escort / Convoy
Loading / Unloading
Road Toll
Waiting/ Queue
Sleep and rest
COMMENTS
NOTE: Reason for Stop: 1 – Place of Departure; 2 - Intermediate Stop; 3 – Exit Border Crossing; 4 – Entry Border Crossing;
5 – Final Destination; HR: Hours: MI: Minutes; OC – Official Cost in US$; TC – Total Cost in US$
32
Appendix 3. Instructions on how to fill out the CPMM data collection form For Section A, the administrator or manager (e.g., the manager of the trucking company, or the person who will
manage the drivers) needs to fill in the information as much as possible.
Section B needs to be filled in by the driver.
Route: Including the origin and destination, key city/place and border crossings along the
route. For example, the route can be written as:
Kolkata–Birgunj–Kathmandu–Birgunj–Kolkata
Commodity: The description of goods transported. Examples are clothing, fruit and vegetables,
canned goods, oil processing equipment, construction materials, and mixed
commodities.
Perishable: Goods or cargoes that deteriorate or decay quickly. Examples are fruit and
vegetables.
Here, the correct answer needs to circled
Cargo weight The total weight in tons of goods being transported
Container: Indicator as to whether the vehicle is transporting the goods using a container such
as 20- or 40-foot container and other size of containers.
Details per stop
A stop should be recorded if either of the following is true: (i) the stop lasted at least 15 minutes, or (ii) the stop
involved a significant activity, such as a police checkpoint or unofficial payments; or (iii) the costs are incurred.
The record of each stop must include the following information:
Stop number: The number assigned each stop. The number such as 1, 2, 3, 4.. needs to be written
manually. If the total stops are over 4, the page needs to be copied.
City or place The name of the major city or town, or nearest major city or town, or a place is
relatively known, where the driver stopped. If necessary, the driver can write more
details on the bottom of the paper in “Comments”.
Country: Country in which the driver stopped.
Distance from previous
stop:
Number of kilometers (km) from previous stop.
Date/time [DD-
MM/HH-MI]
Date and time when the stop takes place, for example, 02-03/16-11, means the
vehicle stops on March 2 on 16hrs-11minutes.
Border Crossing Point? A record of whether the driver stopped at a particular border crossing
point (BCP)
Reason for stop The reason why the vehicle stopped, whether the stop was at the point of departure,
at an intermediate stop, at a BCP, or at the final destination. An “intermediate
stop” is defined as any stop other than that those made at the departure point, when
exiting or entering a country, or at the final destination.
In addition, the time spent and payments made (official and unofficial) at each stop are recorded by activity.
The list of activities encompasses all anticipated checks and procedures, both at BCPs and at intermediate stops
along the transit corridor.
Border Security /
Control
Inspection of goods and checking of documents by security personnel (i.e., police
or military). As part of the inspection, the driver pays fees (official or unofficial)
Customs Clearance Activity undertaken by the customs authorities that involves the inspection of
documents and goods entering or exiting a country. As part of this activity, the
driver fills out customs forms and pay fees.
Health / Quarantine Activity usually undertaken by the health authorities that involves checking for the
presence of malignant or contagious human diseases. As part of the inspection, the
driver fills out health or quarantine forms, pays fees, etc.
Phytosanitary Activity usually undertaken by the agricultural authorities that involves the
inspection of cargo for the possible presence of harmful pests and plant diseases.
As part of the inspection, the driver fills out phytosanitary forms and pays fees.
33
Veterinary Inspection Activity usually undertaken by the veterinary authorities that involves the
inspection of cargo for the possible presence of infectious animal diseases and the
regulation of the flow of animals and animal products to a particular location. As
part of the inspection, the driver fills out veterinary forms and pays fees.
Visa/Immigration Activity usually undertaken by the immigration authorities at the BCPs to check
visas, or the activities required to apply for a visa, or to enter or exit the country
when the driver has no valid visa. As part of the inspection, the driver fills out
immigration or visa forms and pays fees.
Traffic Inspection Inspection undertaken by a state traffic inspector
Police Checkpoint / Stop Road blocks or checkpoints set up by the traffic police along a route that take time
to get through or require payment to proceed.
Vehicle breakdown A vehicle breakdown is the mechanical failure of a motor vehicle in such a way
that the underlying problem prevents the vehicle from being operated at all, or
impedes the vehicle's operation so much, that it is very difficult, nearly impossible,
or else dangerous to operate.
Weight/Standard
Inspection
The checking of the dimensions and weight of a vehicle with cargo, including
queuing or waiting time, payment of fees, etc.
Escort / Convoy A convoy is a row of vehicles that move together. The vehicles are accompanied
by escorts, which can be customs officials or traffic police, for the purpose of
protecting the cargo.
Loading / Unloading The loading of goods at the point of origin, loading and unloading at intermediate
stops to deconsolidate cargo (i.e., transfer goods to another vehicle), or unloading
upon delivery at the final destination.
Road Toll Fees payable when drivers use a special section of a road or highway, thereby
shortening travel time.
Waiting/ Queue Waiting in queues to enter the BCPs. Note that this activity does not include
waiting time for other activities, such as waiting in line to fill out or submit
customs clearance documents (which should be recorded as part of the duration of
customs clearance).