運輸交通基盤整備における地域開発的視点:インド亜大陸東部地域の事例研究 利用統計を見る

運輸交通基盤整備における地域開発的視点:インド

亜大陸東部地域の事例研究

著者

赤塚 雄三, 丸岡 健二, 成瀬 進

雑誌名

国際地域学研究

号

4

ページ

17-35

発行年

2001-03

URL

http://id.nii.ac.jp/1060/00003865/

Creative Commons : 表示 - 非営利 - 改変禁止 http://creativecommons.org/licenses/by-nc-nd/3.0/deed.ja

JournalofRegionalDevelopmentStudies(2001)

RegionalPerspectivesforDevelopmentof

TransportInfrastructures:

ACaseStudyinIndianSubcontinent

AKATSUKAYuzo ＊，MARUOKAKenji ＊＊,NARUSESusumu ＊＊＊

17 Abstract: Developmentprojects.suchasconstructionofPakseyandRupsaBridgesand rehabilitationofMonglaPort,areongoingacceleratingcompletionoftheNorth-WesttransportcorridorinBangladesh.Whiletheseprojectsarelocallysituated anddevelopedmainlyforthedomesticeconomies,whencompletedthelandtrans-portservicesofferedthroughthecorridorareexpectedtoyieldsubstantialbenefits fortheRegionasdefinedEasternStatesofIndia,Bangladesh,NepalandBhutan. Thispaperreportsonthepossibleapproachforplanningoftransportinfrastructures withtheregionalperspectives.withparticularemphasisonthetransitcargofor NepalwhichislandlockedbytwogiantcountriesinAsia,IndiaandChina 。AftercompletionofPakseyBridgeovertheGangesRiverandRupsaBridgeoverthePusurRiverontheNorth-WeststrategictransportcorridorinBangladesh,theshortestrouteoptionisexpectedtoberealizedbetweenNepalandMonglaPort.AppropriatetrilateralagreementsifestablishedbetweenBangladeshanditsneigh-bors ，IndiaandNepal,withaviewtoavoidingtime-consumingunloading/reload-ingattheborderforthetransitcargo,willspurMonglaPorttoparticipateintheinter-portcompetitionsintheRegion,anditwillresultinyieldingbenefitsfromincreasedtradeopportunitiesbetweenBangladeshandNepalandbeyond.ThesimilaranalogymaybeappliedtothecaseofBhutan 。DevelopmentofassociatedtransportinfrastructureswillenhanceeconomicactivitiesintheRegionthroughextensiveutilizationofpotentialresources.Furthermore,itisexpectedtoenhancetheinter-dependenceofsocio-economic ・Professor,FacultyofRegionalDevelopmentStudies,ToyoUniversity *'Director,Roads&HighwaysDivision,PacificConsultantsInternational,Ltd. ・＊＊Director,InternationalAffairsDivision,PortsandHarborsBureau,MinistryofTransport

18 JournalofRegionalDevelopmentStudies(2001) activitiesamongthecross-bordercommunities.thusfacilitatingtheregionalstabil andsecurity. 一 1 ty 1.Introduction

TheGovernmentofBangladesh （GOB ）hasexerteditseffortstodevelopnationaltransportnetworkcomprisingfivestrategictransportcorridors,asshowninFig.1,inordertoincreaseeconomicgrowththroughimprovementoftransportefficiencybymobilizingdomesticaswellasexternalresourcesavailabletothemaximumextent.suchastheassistanceoftheWorldBankandtheAsianDevelop-mentBank.andJapan'sofficialdevelopmentassistance

（ODA ）aswell 。ThesewereinitiatedbytheimprovementofChittagongPortinearly1960s,followedbyrailwaysandhighwaysbetweenDhakaandChittagong,meter-gaugerailwaysintheeasternsideoftheJamunaRiver,anationalhighwaylinkbetweenKhulnaandMongla,andconstructionofJamunaBridge.TheproposedPakseyandRupsaBridgesarethelastmissinglinksamongthesecorridors.SeeFig.2

・Alongwithsuchdevelopmentprojects,theGOBputsemphasisone

χploringtradepotentialswithlandlockedcountries,NepalandBhutan,andtheeasternstatesoftheIndia

（hereinafterreferredtoas ”theRegion" ）bytakingalltheopportunities

qsapBiSuBguijopujojjjodsuBixdiSsjbjjs

AKATSUKA,MARUOKA,NARUSE:RegionalPerspectivesforDevelopmentofTransportInfrastructures19

Fig.3MapoftheRegionwithMajorRailwayRoutes

-usspBiSuBgui.:xiOMi3fs[jjodsuBJX

-20 JournalofRegionalDevelopmentStudies(2001 ） availabletodevelopinternationalinfrastructuressuchasAsianHighwaysand EurasianRailways.ThemapoftheRegionandthemajorrailwayroutesreferred tointhispaperareshowninFig.3 。Thispaperaimstoexamineapossibleapproachtoplanningoftransportinfras-tructurewiththeregionalperspectives.ThemajortransportsystemsintheRegionwerestudiedwithparticularemphasisonthetransitcargotrafficforlandlockedNepalandthreeregionalgatewayports,ChittagongandMonglaPortsinBang-ladeshandCalcuttaPortinIndiaandevaluationwasattemptedforthedevelopmentscenariooftheRegionintermsofgrowthoftheNepalesetransitcargothroughtheprovisionoftransportinfrastructuresintheNorth-WestcorridorinBangladesh.2.ProtocolRoutesandInstitutions 2 。1Bangladesh-IndiaBangladeshwhichislocatedatthecenteroftheRegion,isencompassedbyIndianborderse χceptthesoutheasternborderwithMyanmar.CrossbordertrafficsbetweenBangladeshandtheregionalthreeothercountriesfallintothreecategories:(a)bilateraltrafficsbetweenBangladeshandIndia,(b)IndiantransittrafficsfromonepartofIndiatoanothertraversingtheBangladeshterritory,and(c)transittrafficstoandfromlandlockedNepalandBhutancrossingtheIndianterritory.whilethetrafficdestinedtoandoriginatedfromBhutanisinsignificant 。BetweenBangladeshandIndia,therearethreeprotocolrailwayroutes,fourinlandwaterwayroutesandtwenty-fiveroutesonhighways.A11therailwayroutesarefacingtoWestBengal,namely,Darsana(Broadgauge),Rohanpur(Broadgauge)andBiral(Metergauge)asthecrossborderterminal.respectively.Afourthrailcrossing,atShahbajpurinthenortheastBangladeshisyettobetakenupforbilateralnegotiationsbetweenBangladeshandIndia. 2.2Bangladesh-India-Nepal Nepal,thelandlockedcountry,haslongrelieduponCalcuttaandHaldiaPorts basedonatransitagreementwithIndiaintheconductofherforeigntrades. However,effortsforexploringalternativetransitroutesthroughBangladeshhad beenmadeforNepalesetradesandaprotocolroutewasforthefirsttimeestablished in1978forrailtransportfromBangladeshviaBiralthatisontheborderwithIndia. ThiswastheinitialarrangementfortheNepalesetransittrafficusingrailways. Furthereff(:)rtshavebeencontinuedtoexploreotheralternativeroutesandcurrently

AKATSUKA ，MARUOKA.NARUSE:RegionalPerspectivesforDevelopmentofTransportInfrastructures21 Fig.4RailTransportRouteforNepalTransitCargo o3JH3JISUKJ に﹃SaQZ 右 ﹄ ひ ぢoM ’toaS ご ﹂ し り 吻oy ︷ Saij

22 JournalofRegionalDevelopmentStudies(2001) threeroutese χistinBangladeshasshowninFigs.4through6,withaviewtoavoidingportorientedconstraints,suchasshallowapproaches,portcongestion,operationaldelaysandpoorlaborproductivity.ThetotalNepalesetransitcargocarriedoverthreetransportmodesinBangladesh,railways,highwaysandinlandwaterways,wasattherangeof70,000tonsin1998. 2 。3India-NepalCurrentlyCalcuttaPortisthemostimportantbaseforNepaleseimport/exportcargoes ；theannualtotaloftheNepalesecargoeshandledatCalcuttaandHaldiaPortshasreachedaboutahalfmilliontonsinlate1990s.Amongthetwoports.CalcuttaPorthasparticularportfacilitiesdedicatedtotheNepalesecargo.andonly30thousandtonsofsuchcargoeswerehandledatHaldiain'97Z'98.TheNepalesecargomainlyconsistoffertilizer,edibleoil.andgeneraldailycommodities 。TheNepalesecargoeshandledatCalcutta/HaldiaPortsaretransportedbothbytrucksandrailways.CalcuttaPortprovidestheNepaleseGovernmentwithbeneficialtreatmentssuchasexclusive-useoftransitsheds,prolongedfreetimeforstorageatthetransitsheds,andsomespecificfacilitiesattheIndian-Nepaleseboarderareas.While95%ofcontainercargoesaretransportedbytruck,inIndia,unlikeinBangladesh,alargeportionofcontainersisdistributedinaformofcontainerbox,avoidingunnecessarystuffing/destufTingoperationsattheportareainIndia.Appro χimately50 ％ofdrybulkcargoistransportedbyrailwaysincaseofHaldiaPort,whilearelativelysmallportionofthecargoesistransportedbyrailwaysincaseofCalcuttaPort. 2.4Calcutta/HaldiaPortsvsChlttagon/MonglaPorts ThehaulingdistancebyrailwaysbetweenCalcutta/HaldiaPortsandNepalis nearlysameastheonebetweenMonglaPortandNepal,bothusingbroadgauge lines.IncaseofChittagonPort,therailwayrouteisabout150kmlongerthantwo otherportsandtransshipmentfrommetergaugelinestobroadgaugelinesis required. Asfortheroadtransport.thehaulingdistancebetweenMonglaPortandNepal becomestheshortestiftheEast-WestHighwayinNepalisutilized.SeeFig.7. However,atthismomentthereexisttwoferry-crossingsinBangladesh,Pakseyand Rupsa,adverselyaffectingNepalesetransitcargoes.Currentlyconstructionof PakseyandRupsaBridgeswhichwillreplacetheferrycrossingsarenowata

AKATSUKA ，MARUOKA,NARUSE:RegionalPerspectivesforDevelopmentofTransportInfrastructures23 o ≪jtj1iisuKJiiBusrsjjoijnoviwoasuBaTpbomsnidAbmj9Jbmdubiui 9Sid NEPAL-■mANSPORTATlONNETWORK tto ≫IIn Fig.7TransportNetworkinNepal

24 JournalofRegionalDevelopmentStudies(2001) pre-contractnegotiationstage,withJapan'sbilateraleconomiccooperation 。Forthecustomsformalities,NepalesetransitcargoesaresealedattheoriginwiththesealbeingcheckedtwicebytheBangladeshsides(i.e.,onenteringandleavingtheBangladeshterritory).ThecustomformalitiesinIndiaarethesameinprinciple,however,dedicatedfacilitiesandexperiencedagentsatCalcutta/HaldiaPortsmakecontainerhandlingmoreefficientthanatMonglaPortatthismoment.PortoperationsatChittagong/MonglaPortsneedtobesubstantiallyimprovedforefficiencyandeffectivenesstobecompetitivewithIndianports,Calcutta/Haldia.3.Socio-economicFramework Allofthefourcountries'nationalFive-yearDevelopmentPlansintheRegion, havesettargetsathigheconomicgrowthsasshowninTable1.Salientfeaturesof thesedevelopmentplansarethat Fig.8(A)I' 叩IIIaIinn(indDi'llsilyinIhoResi(in(in2000) agricultureandalliedsectors occupymorethanonethirdof GrossDomesticProduct （GDP ）andtheportionofindustrialsec-torremainsverylowexcept!ndia.Accordingly,highpriorityiscom-monlygiveninthesedevelopmentplanstotheimprovementofagri-culturalproductivityandhighgrowthofindustrialsectortoachievethetargetedgrowths. inmillion

Rill】旧adosli NopiiI hliuIan NF.Ilulia fNi￨)iil;ilいnin ・'COO ￨n..") 2:i..1 (].7 :>ii.:!

D(・nsilμi}i-rs,,nぐ町kr) !I'2O ■'Ofl II 目'^

in;11ion 0 0 0 0 0 0 0 4 2 0 8 6 4 2 1 1 I 0 u s s p e i S u e g Pogulationin2000 一 B O G W U B i n u g Bipur3N 匝opulalionin 面 Fig.8showsthepopulationofFig.8(B)(JIIPSharebySub-setIorinIhpRe!.'i(in(inI9<l()) Bangladeshandherneighbors, Nepal,BhutanandNortheast India.TheGOBhassetherstrat-egytoimprovetrunktransport corridorsfortransportcostsav- ingsandtoprovidetransportser-vicesfortransitcargoestoand fromlandlockedcountries.Nepal andBhutan,withexpectationsfor substantialincreaseoftraffic d o i r i t ? a ≪ ? i f 4 r t ? A ＊ o j ≪ i ＊ 0 0 0 0 0 0 0 0 0 0 0 0 9 8 7 6 5 4 3 2 1 1 GOPSharebySub-sectorIn1996 i ￨ S 3 p c ￨ 8 u i ; g 一 B d S W U E i n u f l CIpUl □Social ＆OlderService 圓FtnacialServicesDTradeSerntes ●TransportDPo ≫er.Gas □ConsUuction

Banghdesh(FithFiveYearPlan1996 ／97-2001 ／02,PlanningCommission)1.Populadon(million)1996 ／97123.802001 ／02132.50 （1.36 ％perannum)2009 ／10147.10 （1.31%perannum)2019 ／20166.50(1.25 ％perannum)2.GDP(atconstant1996 ／97price.millionTK) Agriculture Industry Construction Power,Gas Transport HousingServices PublicAdministialion Health Education TradeServices Banking,Insurance Prof.&Misc.Services Total(atfactorcost) 1996/97 °^''Share2001/2002A “ 乙 ゐJta （ ％)Rate （ ％）418,30629.8508,9334.0 129,765 82,346 30,834 I58,040 134,117 79,048 19,184 58,685 125,799 28,084 I38,026 1,402,235 9.3 5.9 2.2 11.3 9.6 5.6 1.4 4.2 9.0 2.0 9.8 263.919 I15,495 94,099 225,O4R r65,109 98,508 27,541 83,566 179,137 37,583 194,565 1,993,504 INDIA(NinthFiveYearPlan1997-2002,PinningCommission) t.Population(million) 1996934.22 2001l,(12.39(1.62 ％perannum ）20061,094.13(1.57 ％perannum ）201I1,178.89 （1.50 ％perannum)2.GDP ：2,740billionRs.atconstant1980 ／81prices(1995 ／96(Quick Agriculture&AlliedSccto Mining&Quarrying Manufacturing Eleclricily,Gas&Water Construction Trade RailTransport OtherTransport Communications FinancialServices PublicAdminintration OtherServices Total 8FYP CoWth Rate （ ％ ）3.74.19.57.64.410.02.47.513.98.94.35.36.5 91YP Growth Rate （ ％)4.57.79.710.65.77.13.47.911.210 」4.95.57.0 15.3 7.0 25.0 7.3 4.2 4.5 7.5 7.3 7.3 6.0 7.1 7.3 ShareofGDP(% ）1996-972(01-200227.024.01.91.920.323.02.63.15.75.413.713.81.31.15.25.51.41.75.86.75.34.89.79.1100.0100.0 Nepal(ApproachtotheNinthPlan19972002, NationalPla ・iningCoinmission)1.Population(million)199521.46 （8595AnnualAverage2.5%perannum ）200023.50(1.8 ％perannum)201229.06( ｜.8 ％perannum ） 2.GDP(atconstant1996/97prices.inRs.lOmil 】ion) Agriculture,Irrigation&Forestry Industry(includingClcology&Minin ）Electricity,Gas&WaterConstruclionTrade,Hotel&RestaurantTransport&CommunicationsFinance!&RealEstateSocialServicesTotal(illfactorcost ） 1996 ／,1997^h I1,116 2,587 397 2,659 2,998 1,802 2,687 2,437 26,682 GDPare2001/2002 (％) 41.7 9.7 1.5 10.0 I1.2 6.8 10.1 9.1 3,746 4,206 2,722 3,681 3,401 36,546 Bhutan(EighthFiveYearPlan1997-2002,MinistryofPlanning) LPopulation(million) 1997 ／19980.6202001 ／20020.690 （2.71%perannum ）2004 ／20050.759 （2.93%perannum)2009 ／20100.838 （2.00 ％perannum)2014 ／20150.907 （1.59 ％perannum)2.ODP(atconstant1980prices,inmillionNu. ） AgricullureSector Agriculture Livestock Forestry&Logginij Mining&Quarrying Manufacturing Electricity&Gas Construction Trtinsport&Communications Trade,Hotel,etc. Finance,Insurance&RealEstate GovernmentServices ToIdI(alfactorcosl) ￨,182.9 634.8 263.3 284.8 51.8 327.8 273.4 368.3 190.6 273.6 338.3 355.4 3,362.1 GDP arc (%) 35.2 18.9 7.8 8.5 1.5 9.7 8.1 11.0 5.7 8.1 10.1 10.6 Annual Growth Rale( ％)4.211.79.97.17.08.66.56.96.5 Rale （% ）2.52.53.02.019.412.07.07.04.010.010.06.06.7 Annual

I997 ／98Sharc2001 ／2002Growth

1,305.3 700.7 296.4 308.2 I19.9 540.5 348.0 482.7 223.0 400.6 495.3 448.6 1,363.9 TablelSummaryofNationalFiveYearPlansinIheRegion AKATSUKA 。MARUOKA 。NARUSE ︸ _″ato コ ｓ 一PerspectivesforI ︶evel 〇 ｔ ∃g ’o ﹁ 。﹁ ﹁ansportInfrastructures N< い

26 JournalofRegionalDevelopmentStudies(2001) demandsthroughChittagonandMongiaPorts. 4.TransitCargoesto/fromLandlockedCountriesviaGatewayPorts 4.1Currentstatus Therearemanylandlockedcountriesallovertheworld.Eachofthemtriesto establishefficientandstableinternationaltransportsystemsbyseekingsecureroutes andgateways.Inotherwords.suchseaportsandrelatedsurfaceroutesaretheir lifelinesconnectingthecountrywiththegatewayswhichareessentialforsustaining hereconomy,industriesandpeople'sdailylives.Thereareafewcaseswhere seaportsareprovidedwithsomeportfacilitiesdedicatedtocertainneighboring landlockedcountries,suchasCalcuttaPortofIndiaf(:)rNepalandTianjinPortof ChinaforMongolia.KarachiPortofPakistanprovidesportservicesf(:)rAfghanis-tanbutwithoutdedicatedfacilities.PortsinThailandandVietnamhavebeen developedmainlyfortheirowneconomiesbutprovideportservicesasthegateways fortheirneighbor.Laos. Nowadays,mostofseaportsf(:)rinternationaltradesoperateundertheprinciple ofmarketmechanismandaresubjecttoseverecommercialcompetitionforfinancial viabilitywiththeirneighboringports.domesticallyaswellasinternationally.This situationisquitedifferentfromothertransportinfrastructuresasroadsandrailways. whilerailwaystendtocompetewithroadsfortheirlandtransportservices.This situationisconsideredtohaveoriginatedfromtheinherentnatureofportservices. Inordertohandlethetargetedvolumeofcargoes,portshavetobecompetitivein themarketbybeingequippedwithgoodportinfrastructures,efficientcargohan-dling,e χeellentportservices,lowtariffsandotherserviceorientedmatters.Thiskindofcompetitionamongportsisespeciallyfierceintransportto/fromland-lockedcountries,becauseitinvolvesinternationalrelations.nationaldevelopmentpolicies,customtreatment.safetyofnavigation,securityofgoodsandothers.IntheRegion,MonglaPort,CalcuttaPort,ChittagongPortarethreemajorplayersforinternationaltransportservicesforNepalandBhutan. 4.2ThreePortsintheRegion MonglaPortisthesmallestintermsoftheportcapacityamongthesethree ports,whileCalcuttaPortandChittagonPortplayanimportantroleindomestic aswellasinternationaltradesfortheeasternstatesofIndiaandBangladesh, respectively.DespitebeinglocatedatthenearesttoNepal,MonglaPorthasnot

U!luajs λsJJOJ6 ’3!d B!pUl o1pajoadxasieumu" ︶ ！jbaSpiigBsdn" ＾aqjiouoipnusuo; ； ︶'8661 ／L66 ＼uio2J ＾33S3TBd3MlOSUOJpUBSnOUJI ＾paTDUBUJJOd3UJ'/CjOJSIDSJIUT3UIIJJSJIJ9UJJO4 ■sSuissojo/Cjj9iXqpssn ＾DXjui ＾uisuisjsXsjjodsuBJipuBiluaioiyaubjo ＞｜ob ［ojanpjjodaqiuiojj ／ojuoijBjJodsuEjjpu ＾jXqpauajsu ＾jjpuBsmjgqaujjbpaipuBUsioSjboanin'suT ｜3MqgnojqjpajnqujsipuaujpuBsagjBqojpsssAjaijjouibuiojjpauajsuBij9jbsaoSjBDjBujSUB3UIuoiuAv'J3AUsqjuopqpuBq3JBsaoBjBOpajjoduiisqj ＾b ︸Soui ］vui8jnoQB10jiBjpuinmixBUiamujimspsssAajBpouiui0DOBUBDJT-/ ＾TlBnuUBogjBOJ3UIBJUO0ioSQqIouBsnoujOZpu ＾oSjbdiosuojuoiiirui2'Z/ ＾piBUiTXoaddBS9ipuBqijiBSuagio/CbqamuipajBnjisXonqXbmjibisujuiojiXipajJODajoui'XjBnjsa9UJuiojisanuiiboutibuggiosouBjsipvjbB ｜ ｜nj ＾B ＾SuopMpuBj3ai ＾jnssnjioaDuannuoDaujjbsujsaimjnssnjioNucqjsb9aqjjbpai ＾njissijiojbjSuojaj ％MABiSnOW ︵ ︷ ︸ saspijgBsdn ＾puBAasNBjiouoipnjjsuooaujioasneoaqpaSuBUDAiiBoqsBjpaqXbuiuoubtijissiqi 。J9A3MOHaouBuiJouadjoodsljodaqipuBsaiajsAsuoij ＾yodsuBjjpuBTjnaioyiaio ？iobtaujojanpjusjxsjuBoyiuStsXuBojoSjbooqsauiopsusapeiSuBgu3A3jooSjbdssamdaisJsipuBuojpszitunuaaq p; S3inpnjiSBjju￨yodsuBJijojusiudopAaajojsaAiiaadsjaj￨buoi33migsn ＾VN'VMOfiaVW'VMflSlV ＾V

28 JournalofRegionalDevelopmeniStudies （2001 ） givesubstantialadvantagestoMonglaPortoverChittagonandCalcuttaPorts becauseoftheshortenedtransportdistanceandtimeto/fromNepal 。However,toobtainincreasedshareofNepalesecargo.itwouldbenecessaryforMonglaPorttocompetewithCalcuttaPort,whichhasseveralotheradvantagescomparedwithMonglaPort,suchasbetterportfacilities.specialtreatmentforNepalesecargo,andotherportservices. (2)ChittagongPort ChittagongPortisoneofthetwomajorportsinBangladesh,withMonglaPort beingrankedasthesecond.Theportislocatedapproximately300kmtotheeast ofMonglaPort.Thisportisalsoaquasiriverport,onthewestbankofthe KharnaphuriRiver19kmupstreamfromtheriverestuary.Ithandlesapproximate-lyHmilliontonsofcargoand330thousandTEUsofcontainercargoannually. Handling4timesasmuchthetotalcargoandtentimesasmuchcontainercargoas MonglaPort,ChittagongPortplaysaleadingroleininternationaltradesin Bangladesh.ItcanaccommodatelargervesselsthanMonglaPort.However,the distancebetweenChittagongPortandNepalissubstantiallylongercomparedwith MonglaPort.Ithandled27thousandtonsoftheNepalesecargoin'96/'97and '97 ノ'98consecutively. (3)CalcuttaandHaldiaPorts CalcuttaandHaldiaPortsarelocatedapproximately150kmwestofMongla Port.BothCulcattaandHaldiaPortsarejointlymanagedbyCalcuttaPortTrust (CPT),withHaldiaPorthavingbeendevelopedasakindofasupplementaryport toCalcuttaPort.Becauseofthisbackground.bothportsaresometimescalled CalcuttaPortasawholeandjointlycountedasoneofthemajorHportsinIndia. SeeFig.9.Bothportshavetheirowndocksystems,eachofwhichcomprisesmore than10berths,constitutingsubstantiallylargerportcomplexthaneitherMongla PortorChittagongPort. Locatedapproximately200kmand100kmupstreamoftheHooghlyRiver, respectively,bothCalcuttaandHaldiaPortsaresubjecttothesiltationproblemsin approachchannels.Theymaintainnavigabledraftof7.5mtoCalcuttaPortand 8.0mtoHaldiaPort.Sincebothportshavedock-systems.nosignificantproblems havearisenintermsofvesselberthingandcargohandling.Theyjointlyhandle morethan30milliontonsofcargoandnearly20thousandTEUsofcontainercargo.

AKATSUKA.MARUOKA,NARUSE:RegionalPerspectivesforDevelopmentofTransportInfrastructures29

RightnowCalcuttaPortisprovidedwithdedicatedfacilitiesforNepalwhich

handledabout85

％ofNepalesecargo(408thousandtons)in'97Z'98.

5.TransitCargoforNepal 5.1Currentstatus Nepalhascrossbordertradeswithadjacentcountries,IndiaandChina,and withBangladeshandBhutancrossingtheIndianterritory.Internationaltrades, eitherimportsorexports,withcountriesotherthantheseneighbors,arenecessarily conductedthroughseaportsintheRegion,amongwhichCalcuttaPortplaysmost significantrole.Asmentionedearlier,Calcuttaport,includingitssub-port,Haldia Port,providesdedicatedportfacilitiesforhandlingNepalesecargo.Thetotal throughputofthecargohandledatCalcuttaPorthasbeenintherangeof300to500 thousandtonsinrecentseveralyears.OtherIndianportsreportedlyhandledsome Nepalesecargo.thoughthevolumetheyhandledseemstobemuchlessthanthat ofCalcuttaPort.InadditionbothChittagonandMonglaPortsalsohandle Nepalesecargotosomeextent,thoughmuchlessthanthathandledatCalcuttaPort. TheNepalesecargothroughthesethreeregionalportshassteadilyincreasedin theseyears,withanaverageannualgrowthrateof6.7%.Althoughimports represent78 ％ofthetotalthroughputin'97Z'98,theexportvolumehasshownasignificantincrease.ItistobenotedthatthoughtheBangladeshportsdidnothandlesignificantvolumeoftransitcargoforNepalcomparedwithCalcuttaPortintheseyears,theyhavegoodpotentialsforaccommodatingNepalesecargoasobservedin'96/'97and'97Z'98.AllofthesecargoesaretransportedthrougheithertheIndianterritoryortheBangladeshandIndianterritoriesastransitcargoestoreachtheNepaleseborder.ThesamecanbesaidtothetransitcargoforBhutan,thoughthetotalvolumeofcargoissignificantlylessthantheNepalesecargo.And,therefore,inthispaperthecaseoftransitcargoforBhutanisnotdiscussedwhilethefactthatBhutanhastorelyentirelyonthetransitsystemthroughIndianterritoryfortheirinternationaltradespresentsmoreacuteproblemsintheinternationalrelationswithIndia 。BecausetheNepalesecargoesarehandledatcertainIndianportsotherthanthesethreeregionalportsthoughnotsosignificant,itisdifficulttopreciselydeterminethevolumeofNepalesetransitcargointheabsenceofreliablestatisticaldataandinformation.Inthe1980s,CalcuttaPortreportedlyhandled570thousandtonsofcargoannually.Thereforeitseemsreasonabletoassumetheannualtotal

30 JournalofRegionalDevelopmentStudies(2001) ofNepalesetransitcargowillbeintherangeof500to600thousandtonsforthis studypurpose. BasedonthecurrenttrafficlevelsofNepalesecargoatthethreeregionalports andassumingannualgrowthrateof4 ％ofNepaleseeconomy,asestimatedbytheAsianDevelopmentBank,whichisslightlylowerthanthegrowthrateofBang-ladesh,thetotalvolumeofNepalesetransitcargotobehandledatthethreeregionalportsisanticipatedatthelevelasshowninTable2.Table2NepaleseCargoatThreeRegionalPorts （Figuresinthousandmetrictons ） Year Import TotalExport_GrandTotal

GeneralGoodsFertilizer EdibleOil Others Total

Forecast2015 1.179 179 219 30 1,606 388 1,994 Actuals'97Z'98 201 119 55 12 387 89 476 5 。2ImpactsofBridgeConstructioninBangladeshAsmentionedearlier,constructionofbothPakseyandRupsaBridgesisattheadvancedstagesofcontractnegotiationsatthismomentandthereforethesebridgesareexpectedtobeopenedforhighwaytrafficinafewyears'time.ThiswillfillupthemissinglinksintheNorth-WesttransportcorridorofBangladeshconnectingNepalwithMonglaPortattheshortestroute,mostlikelyenhancingtheroleofMonglaPortasthegatewayforNepalesecargo.SuchimprovementoftransportinfrastructurewillcertainlyaffectfavorablythecourseofdevelopmentoftheRegioninthenearfuture.TheimpactswillbefortheentireregionbutmoredirectlyforNepal,BhutanandBangladesh,providedthefourcountriesintheRegionwillcooperateinharvestingthebenefitsofaforementioneddevelopmentprojects. 5 。3DevelopmentScenarioforNepaleseTransitCargoInordertosecurethebenefitsofbridgeconstructionprojectsinBangladesh,theperformanceofMonglaPortneedstobesubstantiallyimproved.Withoutim-provedperformanceoftheport.themostimportantbenefitsofthebridgeconstrue-tionprojectsfortheNepalesetransitcargo.theshorteningofhaulingdistance,willbeunlikelyrealized ・WithaviewtoassessingthedevelopmentscenarioforNepalesetransitcargoes.certainfactorswhichwouldlikelyaffectwerereviewedandsummarizedbelow ；

AKATSUKA,MARUOKA,NARUSE:RegionalPerspectivesforDevelopmentofTransportInfrastructures31 (1 ）CalcuttaPorthascurrentlyadvantagesoftransportingsubstantialportionsoftheNepalesecargowithitswelldevelopedportfacilitiesandrelatedlandtransportinfrastructures.InadditiontheportoffersspecialoperationalandfinancialtreatmentsfortheNepalesecargo.Theseadvantagesareconsid-eredtopersistinthenearfutureaswell. （2 ）AlltheNepalesetransitcargothroughtheBangladeshportsmusteventuallytraversetheIndianterritory.sinceBangladeshdoesnothaveadirectborderconnectionwithNepalandBhutanaswell.Thiswillcauseadditionalcostsandtransporttime,evenaftercrossborderarrangementshavingbeenestab-lishedwithgoodwillamongthepartiesconcerned. （3 ）Shippingcompanies.whichtransportgeneralcargoesinaformofcontainer.tendtoselectthekeyportconnectedwithmanyroutesfortheirdeliveryandcollectionofcontainers.Inthelightofthisworldwidetrendsofcontainerservices,CalcuttaPortiscurrentlybestrankedamongthethreeportsintheRegion. Basedontheabovereview,threescenariosweredrawnupforfurtherexamina-tionoftheroleofMonglaPortforhandlingpotentialtransitcargoforNepal. Casel:ThepresentshareofMonglaPortfortheNepalesetransitcargowillbe maintained ；onlyonethirdoffertilizer.Case2:Theshareofbulkcargohandlingwillincreaseandasmallportionofthegeneralcargowillalsobehandled ；50%offertilizerand20 ％ofgeneralcargo.Case3:Theshareofbulkcargowillincreaseandfurtherincreasedvolumeofgeneralcargowillalsobehandled ；50 ％offertilizerand40%ofgeneralcargo ・TheresultsoftheanalysisareshowninTable3. Table3NepaleseCargoatMonglaPortin2015 (Figuresinthousandmetrictons) Scenario Import Total Export Grand Total General Goods Fertilizer Edible

Oil Others Total

Casel 0 60 0 0 60 0 60

Case2 200 90 0 10 300 100 400

32 JournalofRegionalDevelopmentStudies(2001 ｝ CaselseemstounderestimatethepotentialroleofMonglaPorttakinginto accounttheimprovementoflandtransportinfrastructuresuchasPakseyandRupsa Bridges.Case3seemstoomuchoptimisticinfavorofMonglaPort,considering theworldwidetrendofinter-portcompetition.Inconclusion,Case2isthoughtto bethemostprobablecaseamongthethreescenariosexamined,whereMonglaPort willhandle400thousandtonsoutofthetotal2milliontonsoftheNepalesetransit cargo,or20 ％ofthetotalasshowninTable3. 5.4ActionPlansforMongiaPort Inearliersections,thepossibilityofsubstantialincreaseoftransitcargofor NepalthroughMonglaPortwasexamined,providedthattheNorth-Westtransport corridorwillbecompletedbyconstructionofPakseyandRupsaBridges,thereby connectingMonglaPortwithNepalattheshortesthaulingdistance.Itisexpected thattheNepalesetransitcargothroughMongiaPortwillamountto400thousand tons.tentimesofthecurrentleveloftraffic,or20 ％ofthetotalNepalesecargotobeimportedandexportedthroughthethreeregionalgatewayports.However,itwillnotbeeasyfortheporttomeettheexpectationwithoutfurthereffortsbytheportauthority.Ingeneral,evenaportwithexcellentinfrastructuresprovision,includingefficientlandtransportsystemsinthehinterland,itdoesnotnecessarilyguaranteetheachievementofthetargetedleveloftraffic.Undertheworldwidetrendsofseveremarketcompetition,theportneedstoattractcargoesbyprovidingtheshipperswithgoodportservices,efficientportoperations,securityofcargo.navigationsafety,lowtariffsandothers.TocatchupwithCalcuttaPortforegoingintermsofportservicesandspecialtreatmentsfortheNepalesetransitcargo,MonglaPorthastoestablishactionplansfornecessarymeasurestobeundertakenforbetterperf)rmance ；improvementofportservicesasmentionedaboveandmeasuresforrehabilitation/constructionofanewcontainerterminal.Strengtheningandstreamliningofinstitutionalarrangementsarealsoneeded.Accountabilityforfinancialmanagementneedstobeestablishedforbetterservices.alongwithsomeothermeasures 。Oncesuchactionplansareimplementedeffectively,efficiencyofportopera-tionswillbeimprovedandfinancialsoundnesswillbesubstantiallyenhanced,thusenablingcostreductionofportservices,yieldingeconomicbenefitsf(:)rtheporthinterlandintheRegion.Insummary,itmaybesaidthatthefurtherdevelopmentofMonglaPort,upgradingandimprovementofportservices,inassociationwiththe

AKATSUKA,MARUOKA,NARUSE:RegionalPerspectivesforDevelopmentofTransportInfrastructures33 constructionofPakseyandRupsaBridges,areexpectedtoyieldeconomicand financialbenefitstonotonlyBangladeshbuta!s0landlockedcountriesinthe Region. 6.ConclusiveRemarks WhileconstructionprojectsofPakseyandRupsaBridgeswerejustifiedinthe domesticcontextofBangladesheconomy,itwasfeltthattheimpactsofthese projectsshouldbeassessedfromtheviewpointsoftheregionaldevelopmentinthe Indiansubcontinentinthelightoflikelyfavorableimpactsontheeconomiesofthe regionalcountriesconcerned,India,Bangladesh,NepalandBhutan.Intheabsence ofareliabletoolforevaluationofintegrateddevelopmentprojects,thefollowing evaluationwasattemptedontheimpactsoftheNorth-Westtransportcorridorwhen completed.ItwasmadeintermsofdevelopmentscenarioforNepalesetransit cargoesthroughthethreeregionalports,Calcutta,ChittagonandMonglaPorts.

Theresultsofthee χaminationaresummarizesasbelow ；(1)OncemajortransportinfrastructurespertainingtotheregionalcontextsuchasPakseyandRupsaBridgeswouldhavebeensubstantiallycompleted.long-haulcross-borderfreighttrafficsuchasNepalesetransitcargowouldbecomeareality.NepalesetransitcargoesarelikelytoenjoybenefitsfromsometransportcostsavingsintheuseofMonglaPortofBangladesh,whiletheroleofCalcuttaPortwouldremainunchanged.ItwouldbedesirableforNepaltohavealternativegatewayportsandlandtransportationroutesinthepreparationfortheeventsofunforeseencongestionordisasterinCalcuttaPort.Otherwise,undersuchcircumstancesasnowrelyingonthesoleuseofCalcuttaPort,NepaleseeconomywouldbeentirelycontrolledunderthediscreetwillsofIndiawhichholdcurrentlyhegemonyovertheIndiansubcontinent.(2)AftercompletionofPakseyandRupsaBridgesontheNorth-WeststrategictransportcorridorinBangladesh

34 JournalofRegionalDevelopmentStudies(2001) borderfortheNepalesetransitcargo. (3 ）Suchbilateral/trilateralagreementswithBangladeshwillspurMonglaPorttoparticipateininter-portcompetition,anditwillresultinyieldingbenefitsfromincreasedtradeopportunitiesbetweenBangladeshandNepal. （4 ）ResultingincreasedrevenuesmayaccruetoMonglaPortandpossiblyChittagongPort,andsubstantialNepalesetransitcargowouldjustifyinvest-mentintherehabilitationofcontainerberthsandfacilitiesatMonglaPortintheprocessofsustainabledevelopment ・ （5 ）TheintegrationofregionaldevelopmentpotentialsintheIndiansubconti-nentwillcontributetothestability,securityandprosperityofthenationsandregionalcommunitiesconcerned. References “ConstructionoftheBridgeovertheRiverRupsainKhulna,Bangladesh",JICAStudy,Phasel: FinalReport,PacificConsultantsInternational&JapanOverseasConsultants,March1999 “ConstructionoftheBridgeovertheRiverRupsainKhullna,Banglsdesh",JICAStudy,Phase2: FinalReport,PacificConsultantsInternational&JapanOverseasConsultants,March2000 “BangladeshIntegratedTransportSystemStudyReport",PlanningCommission,October1997 “BangladeshPortsUpgradingProject",ADBStudy,Mott,McDonaldLtdAssociates,March1998 “BangladeshPortSystemDevelopmentProject:MasterPlanandTradeFacilitationStudy", WorldBankReport,January1988 “FeasibilityStudyforMonglaExportProcessingZone",ADBReport,April196 “India:RailwaySectorImprovementProject",ADBReport,March1998 JohnF 。Brooks,"TransportofNepalTradeGoodsviaBangladesh",ADBMemorandum,J1997

AKATSUKA,MARUOKA,NARUSE:RegionalPerspectivesforDevelopmentofTransportInfrastructures35

運輸交通基盤整備にお ける地域開発的視点：

インド亜 大陸東部地域 の事例研究

赤

塚

雄

三＊， 丸 岡 健 二 ＊＊， 成 瀬 進 ＊＊＊ バ ン グ ラ デ シ ュ に お け る パ ク シ ー 橋 や ル プ シ ャ 橋 の 建 設 、 モ ン グ ラ 港 改 修 と 言 っ た 開 発 プ ロ ジ ェ ク ト は 、 同 国 北 西 部 に お け る 戦 略 的 輸 送 回 廊 を 形 成 す る も の で 、 同 国 の 最 優 先 課 題 と し て 推 進 さ れ て い る 。 一 方 、 こ れ ら の プ ロ ジ ェ ク ト は 地 域 社 会 に 密 着 し た 運 輸 交 通 サ ー ビ ス を 担 う が 、 同 時 に輸 送 回 廊 に 繋 が る イ ン ド 東 部 、 バ ン グ ラ デ シ ュ 、 ネ パ ー ル 、 ブ ー タ ン と言 っ た 広 範 な 地 域 に も多 大 な 便 益 を もた ら す 可 能 性 を 秘 めて い る 。 本 稿 は 国 際 的 な 広 が り を 持 つ 地 域 に お け る 運 輸 交 通 基 盤 の 整 備 計 画 手 法 に 関 し て 地 域 開 発 的 視 点 か ら 考 察 を 試 み た も の で あ る 。 ガ ン ジ ス 河 を 渡 る パ ク シ ー 橋 及 び ル プ シ ャ 川 に 架 か る ル プ シ ャ 橋 は、 バ ン グ ラ デ シ ュ 北 西 部 に お け る 戦 略 輸 送 回 廊 の 一 部 を 形 成 し 、 完 成 の 暁 に は モ ン グ ラ 港 と ネ パ ー ル を 結 ぶ 最 短 陸 上 輸 送 路 線 を 実 現 す る 。 もし 、 ネ パ ー ル 着 発 の 国 際 通 過 貨 物 に 関 し て 、 国 境 に お い て 多 大 の 費 用 と時 間 を 要 す る 「 貨 物 積 み 替 え の 廃 止 」と「 通 関 手 続 き の 簡 素 化 」に 係 る 国 際 的 合 意（Protocol) が バ ン グ ラ デ シ ュ 、 イ ン ド 、 ネ パ ー ル の 三 国 間 で 成 立 す れ ば 、 モ ン グ ラ 港 は こ の 地 域 に お け る 国 際 港 と し て の 優 位 性 を 確 保 し 、 競 争 力 を増 大 す る 事 に な ろ う 。 そ の 結 果 とし て 、 ネ パ ー ル 或 い は そ の 周 辺 地 域 と の 貿 易 拡 大 に よ る 便 益 は 関 係 諸 国 を 稗 益 す る 事 に な る 。 程 度 の 差 は あ る が 、 ブ ー タ ン と の 間 に も同 様 の 事 が 期 待 さ れ て い る 。 国 際 的 な 広 が り を 持 つ 地 域 に お け る 運 輸 交 通 基 盤 の 整 備 は 、 周 辺 諸 国 の 地 域 開 発 ポ テ ン シ ャ ル を 統 合 し 、 経 済 活 動 を 活 性 化 す る 潜 在 的 な 機 能 を 持 つ だ け で な く、 国 境 を 跨 ぐ 地 域 の 経 済 社 会 活 動 の 相 互 依 存 を 促 し 、 ひ い て は 地 域 の安 定 と 安 全 保 障 に 寄 与 す る 側 面 を 持 つ 。 尚、 本 研究 は、 東 日本鉄 道文 化 財 団 の平 成12年 度研究 助 成 を受 け て行っ た もの で、 東 日本 鉄道 文 化 財団 に対 し 深甚 の謝 意 を表 す る。 ＊東洋 大学 国 際地域 学部 教授 ” パシフ ィッ クコ ンサ ルタン ツ・イン ター ナ ショ ナル社道 路開 発部長* ・’運輸 省 港湾局 国際業 務 室長