Chapter 4: General Observations and Lessons for the United States
The major observations from this scan
are organized in four categories—
China's economic growth and driving
forces; transportation infrastructure
development; governmental structure,
decisionmaking, and analysis; and
global shipper and carrier perceptions.
China's Economic Growth and Driving Forces
The following are observations on factors and
driving forces that have contributed to China's
impressive economic growth:
- The economic growth of China over the past
10 years has been dramatic. Both government
officials and private sector representatives the
team met with during the scan expected this
growth to continue in the foreseeable future at
or near its current rate. The estimate for 2007
was that China's GDP would increase by about
10 percent. This follows a trend line that shows
annual GDP growth of 10.4 percent per year for
the past 10 years. The growth in the economy
was mirrored by the office expansion of the
global companies the team met with during the
scan, such as the rapid expansion of subsidiary
offices of APL, Maersk, and ProLogis throughout
China.
- Much of the economic growth has been fueled
by private investment. As different sectors of
the economy have been opened to foreign
investment, joint ventures and other financial
partnerships have provided the institutional
framework for the expansion of the economy.
This is especially true in the transport and
logistics sectors, where foreign investments
have occurred.
- The economic expansion of China started in the
south (Pearl River Delta), moved north based on
national economic policy, and is now pushing
west based on government policy. Ninety
percent of China's exports are manufactured in
the coastal provinces, which is causing large
demographic shifts that are straining China's
resources and social fabric. The "Go West"
campaign, an attempt to mitigate these strains,
was a continuing theme of the team's discussions
with both government officials and private sector
representatives during the scan. ("West" refers
to the next set of provinces west of the coastal
provinces). This national campaign has significant
implications to supply chain logistics costs
and to the efficiency of the Chinese transportation
system in moving exports to the coastal
ports. With logistics costs already high in China
(about 20 percent of GDP), the movement of
manufacturing westward will require efficient
intermodal services leading to the coastal ports,
643 to 804 km (400 to 500 mi) away.
- Although China has had large urban populations
for centuries, urbanization has reached
unprecedented levels over the past 10 years.
Much of China's economic expansion has
occurred in urban areas, where the large
population provides a substantial labor force.
However, many laborers move from one urban
area to another looking for jobs, so large
portions of the urban labor force are transient.
The consequence of such large urban concentrations
is that the central government must
pay particular attention to these populations
and provide resources to make sure their
basic needs are met. The term "social harmony"
was an often-heard theme to describe the
intent of governmental programs. From a
transportation perspective, the consequence
of this policy focus is that passenger transportation
often receives priority over freight
movement (although in port cities freight
movement often receives close attention
from transportation officials).
- Environmental degradation and energy
consumption are consequences of China's rapid economic growth and the equally rapid
increase in its urban populations. Air quality in
particular has received increased government
attention. Although it appears that economic
development is still the primary goal of governmental
policy, additional goals and performance
measures relating to environmental
quality and energy consumption have been
added to the national agenda.
Transportation Infrastructure Development and Operations
The following are observations on the characteristics
of China's transportation infrastructure and how it
has been provided:
- Recognizing the vital role that transportation
plays in its goal of continued economic growth,
China is investing heavily in transport infrastructure,
over 9 percent of the country's GDP. This
investment comes from both public and private
(joint venture) sources. The current 5-year plan
has allocated billions of dollars for a national
expressway system, new freight rail lines, port
improvements, and 18 new rail intermodal yards.
Much of the national investment in transportation
is intended to attract private investment to
specific facilities, such as toll roads.
- Substantial levels of private capital are being
invested, in some cases with low expectations
of rapid return on investment, but investors
anticipate long-term benefits from investing in
China. This investment has occurred primarily
over the past several years in highways, port
facilities, and logistics parks. Private investment
has been sought in rail infrastructure and
intermodal terminals with limited success.
- China is leveraging its natural geography to
facilitate movement of goods. River and coastal
shipping continues to be a significant component
of China's intermodal transportation
system. The Pearl and Yangtze Rivers traditionally
have been China's highways to the world.
To a large extent, this is true today. China relies
on barges and coastal shipping to access its
major ports served by rivers. For example,
about 40 percent of the containers shipped to
Shanghai's new Yangshan Port arrive by barge.
New barge-only ports upstream of the Pearl
River Delta provide a similar percentage of
barge traffic to several container ports in the
delta. The central government is also adopting
barge design and energy standards along with
subsidies for their adoption to improve consistency
and efficiency in barge operations. For the
development of the ports along the Bohai Bay,
rail and truck access is used to bring cargo to
the port facilities.
- The central government's "Go West" policy
has shifted investment attention to inland
transportation and the challenges facing such
transportation, especially the connections
to the major international ports. In cases
where barge transportation can be used cost-effectively,
such as on the Pearl and Yangtze
Rivers, inland economic development relies
on barge transportation to move a large
percentage of the intermodal freight. However,
where barge transportation is not feasible or
economical, government investment in highway
and rail networks provides alternative
means of accessing the coast. Both the trucking
and barge industries, however, are highly
fragmented and consist of many small
owner-operators, offering few of the economies
of scale that occur with larger companies.
Although the market for moving containers is
competitive, the limited capacity of individual
barge and trucking firms forces shippers to
deal with many different operators, increasing
the transaction costs associated with moving
substantial levels of intermodal freight to
the coast.
- China's intermodal rail service faces significant
challenges. The movement of containers
receives low priority on China's rail network,
following military, passenger, energy (i.e., coal),
and food movements. Accordingly, intermodal
rail movement tends to be unreliable, often with
no scheduled departures. It is estimated that
rail handles about 2 percent of the intermodal
moves in the country. However, the government
is investing heavily in improving this service.
Eighteen intermodal yards are in various stages
of development, although those that are open
are lightly used because of network reliability
problems. About 12,000 km (7,456 mi) of freight-only
track are being built to separate passenger
and freight movements. A goal of 10 million
TEUs carried by rail (now less than 3 million)
has been established for the current 5-year plan
period. However, even with a threefold increase in TEUs handled (which will be a challenge), the
market share for rail intermodal movements
will still be only 3 percent.
-
The Chinese central government has encouraged
joint ventures to finance the national
expressway system, stretching government
funds to support a variety of new modal
investments. Historically, tolls on these
expressways have not been used to influence
travel behavior, but to raise revenue. However,
consideration is now being given in some
locales to using tolls to influence truck
movement. In Shanghai, for example, a
distance-based toll system on a ring road was
converted to a considerably less expensive flat
toll rate to encourage trucks accessing the port
to use the ring road and reduce congestion on
other inner-city expressways. This is exactly
what happened, but this mechanism is not
always possible. The three tunnels between
Kowloon and Hong Kong are tolled. The ability
to change toll rates is limited, so the older
tunnel, priced lower than the other two, has
considerably more traffic and is routinely
congested. Governmental authorities face
heavy resistance to toll increases for social
reasons, so the other two toll tunnels, even
though they provide what could be viewed
as premium service for a higher price, are
underused.
Chinese toll rates are comparable to those
in the United States and Europe, but the
Chinese believe this does not reflect the
economic reality of travelers in China, where
the per capita GDP is much lower. Accordingly,
the Chinese are trying in some cases to
renegotiate concession agreements to allow
lower toll rates, but offset lower toll revenues
with longer concession time periods (from
30 to 50 years).
There was some limited indication that, as in
the United States, the tolling of highways can
run into public opposition. In Hong Kong, for
example, truckers and the public opposed tolls
on a new highway, so the government had to
use its own funds rather than private investment
to build the road. The official in charge
noted that this represented a perspective
of a road as a social asset rather than an
economic one.
- The national expressway plan is centered
primarily on three major economic and political
centers: Beijing, Shanghai, and the Pearl River
Delta. In essence, the national expressway
system will be the major means of connection
between the political and economic centers of
the country, reinforcing their importance in the
economic future of China. The scan team noted
that all of the new intermodal rail terminals
are next to a national expressway, as are ports
and major airports. Intermodal connection has
been an important consideration in network
design.
-
Trucking is the predominant means of moving
containers to and from the ports, especially
in the river delta manufacturing regions.
The trucking industry consists mainly of small
businesses (one to three trucks), which makes
its contribution to China's economic growth
even more impressive. No standard vehicle
configuration exists, and little integration of
technology in trucking operations is apparent.
Truck movements respond to changes in cost
structure, as the Shanghai example above
shows. The trucking industry is maturing,
with a variety of strategies being used or
considered to improve industry productivity.
Different strategies are being considered for
different purposes. American trucking companies
are entering into partnerships with Chinese
companies to provide financial capital and
expertise
The makeup of the Chinese trucking industry
also means that containers do not move
considerably beyond the port facilities. Goods
are brought into consolidation-deconsolidation
facilities, where they are placed in containers
for export or devanned for further movement
inland. It will be interesting to see how these
operations change as China's trucking industry
matures and commercial motor vehicles more
closely resemble those in the United States or
European Union, as well as when China's
intermodal rail network is complete and
containers can be loaded directly onto doublestack
rail for movement west.
- Given the relatively large number of trucking
businesses in China and the intense competition
for freight movements, the team was not
surprised to find that oversized and overweight trucks have become an important concern to
transportation officials. Chinese officials are
developing a national strategy for enforcing size
and weight regulations, especially on the country's
new expressway system, and are considering
fixed truck weigh stations. They apparently
are not seriously considering weigh-in-motion
technologies. A national campaign to enforce
load limits has been in place for about a year.
- Chinese port productivity is the best in the
world. Chinese ports operate 24 hours a day,
7 days a week, 365 days per year. Operational
strategies are impressive—cranes that lift four
TEUs, 20- to 30-minute truck turns, nine cranes
working one ship, etc. New ports are being
developed and the capacity of existing ports
is being expanded rapidly. Although the scan
team did not examine any safety data, terminal
operators noted that the safety record for
Chinese terminals was as good as, if not better
than, terminals elsewhere in the world.
- Given the significant level of trade to the
United States and current U.S. legislation,
security compliance was a growing concern for
port terminal operators. The relatively new
infrastructure at China's ports allows terminal
operators to build security measures into
terminal operations, especially using technologies
screening outbound containers. One
terminal in Hong Kong has undertaken a 3-year
demonstration to show how X-ray and other
scanning technologies can be used to screen all
containers entering the terminal with minimal
disruption to terminal efficiency.
- China has not progressed to the point of
systematically managing its infrastructure;
it is still in the "build" mode. Nevertheless, at
a few of the more mature areas experiencing
significant congestion transportation officials
indicated a need to begin paying serious
attention to system management.
- Intermodal connectivity and landside access to
Chinese ports are not approached differently or
in a more sophisticated way than in the United
States or European Union. With the exception
of a truck-only access road that was retrofitted
from the national network to the Port of Yantian,
there was little evidence of the Chinese building
into their large container port facilities a dedicated capacity to maintain free flow of
cargo. The general consensus is that the
congestion would be dealt with when it arrived.
- Rail access to maritime port facilities is not
being consistently built into new port design.
With the exception of the Port of Qingdao,
which has no river access and which is being
looked at as the entry port for land bridge cargo
from the rest of Asia to the European Union and
Russia, no other port facility was being built
with on-dock rail. This appears to reflect the
lack of reliability that stems from the low
priority intermodal cargo has on the rail network
(fourth behind passengers, energy, and
agricultural products) and that the majority of
the goods made for export are manufactured in
the coastal provinces, making the distance from
manufacturing facility to export port less than
500 km (310 mi). How this will play out with the
building of the 18 intermodal rail terminals and
the "Go West" policy will be interesting to
watch.
Governmental Structure, Decisionmaking, and Analysis
The following are observations on the institutional
structure and process of making transportation
investment decisions in China:
- China's policymaking and implementation
process identifies national goals, some of which
have performance metrics. However, local
officials have leeway in implementing projects
so that they also meet local objectives. A national
5-year plan provides policy direction on what
will be emphasized during the plan's timeframe
(China is now in its 11th 5-year plan).
- The transportation agencies in the national
government have different responsibilities
focusing on different modes (e.g., Ministry of
Communications, Ministry of Railways, Ministry
of Construction). Because governmental officials'
performance is measured by results, they pay
attention to measures of progress. National data
are collected and analyzed on overall modal
performance and the state of the economy.
Some challenges the national transportation
agencies face are responsible for the sometimes
conflicting roles of planning, operating, and
regulating a modal system. Some viewed
this as a hindrance to achieving progress on performance goals. This was the specific reason
the CRCT was separated from the Ministry of
Railroads and given the sole responsibility of
operating the rail network.
- Data analysis is used to determine the extent to
which goals are being met at different levels of
government. Some referred to this as "results–oriented
planning." The port terminals are all
private operations and the terminal operators
routinely use metrics.
- The performance of local officials and local
governments is measured against national
goals. Many noted, for example, that the most
important metric for local officials is the degree
to which economic growth occurs during their
tenure, defined primarily as job growth for
residents. China's tax policy also supports this
goal, because the tax revenue from the economic
activity in a province stays, for the most part,
in the province. Local officials clearly understand
the linkage between expanding transportation
infrastructure and their ability to create new
economic development. While economic development
is still the primary metric and motivator,
growing environmental concerns appear to be
increasing attention on measuring governmental
performance on environmental quality (for
example, the number of days cities experience
a certain level of air pollution).
- Although the scan team did not conduct a
systematic assessment of the capability of
municipal government agencies to plan and
provide for transportation infrastructure and
services, every meeting with local officials
included the staff members responsible for each
mode. In other words, all of the modes were
located in one agency, which encouraged the
adoption of a multimodal systems perspective
when looking at regional transportation investment.
For example, in Shenzhen the relationship
among sea cargo, barge transportation, highway
travel, and air cargo was discussed with an
understanding of how each affected the other.
The same was true in the other municipalities
visited.
- In most cases, there was little evidence that
Chinese officials sought advice from carriers or
shippers on national strategic transportation
plans or investments. However, at the provincial
and regional levels the inclusion of the private
sector in tactical investment decisions was
evident in the number of public-private partnerships.
Although not reflective of the common
practice on the mainland, in Hong Kong, an
advisory committee to the government consisting
of carriers and shippers routinely provides
advice on overall transportation policy. Also, the
national government is seeking advice from the
private sector as the 18 intermodal rail hubs are
being developed.
- Port development plans considered modal
access strategies as part of the planning process,
but it did not always result in multimodal
port access. The officials responsible for ports,
and especially newer ports, were very aware of
and concerned about port access. Planning for
ports included attention to highway and barge
access and, in the case of Shenzhen, rail. This
represented a much broader, multimodal perspective
on planning than is usually found in the
United States. Rail access to the ports is limited,
primarily because of a perception that the rest
of the intermodal rail network suffers from
unreliable and slow service.
- Project development occurs much faster in
China than in the United States. Transportation
projects are viewed as a priority for economic
development, so they move forward rapidly.
Chinese officials noted that project alignments
and other project characteristics were sometimes
modified by environmental considerations, but
they could not identify any project that was
stopped for environmental reasons. Given the
rapid growth in China's economy and the need
for expeditious provision of supporting infrastructure,
it is not surprising that environmental
considerations are not viewed as a controlling
factor in project development (similar to the
early years of the U.S. Interstate Highway
System). However, it appears that environmental
considerations are becoming more important
to local officials and that future project
development efforts will be influenced even
more by such factors.
- In keeping with the national policy of social
harmony, government officials are concerned
about the negative impact of transportation
facility operations and expansion on local
communities. For example, there was evidence that at least two new ports that replaced central
city ports were built some distance from the city
center to reduce traffic and development pressures
on the surrounding communities and the
complications of inner-city congestion. When
community displacement does occur, efforts are
made to mitigate the impacts (e.g., a new logistics
park that displaced farmers trained them to
earn a living in the logistics park).
- Hong Kong's role in the competitive market of
the Pearl River Delta is evolving. Having the
largest container port terminals in south China
positioned Hong Kong as a major port of departure
for mainland exports. However, new ports
in nearby Shenzhen and along the Pearl River
(along with dredging in the river to allow access
to these ports for bigger ships), as well as new
manufacturing development on the west bank
of the river, will likely cause a shift in container
exports to other ports. Second, certain cost
advantages associated with exports through
Hong Kong could soon disappear because of
infrastructure improvements on the mainland.
Third, containers can enter Hong Kong only on
trucks driven by Hong Kong drivers. This labor
cost is much higher than comparable movements
to the Shenzhen ports. Once the special
tariffs expire, the cost structure for goods moving
though Hong Kong's terminals will not be
very advantageous. It remains to be seen how
the market will adjust to these changing conditions,
but it appears that Hong Kong's relative
position in global container flows could evolve
in a different direction in the future.
Shipper and Carrier Perceptions
The following are observations made by shippers
and carriers in the China market:
- Many of the international ocean carriers and
shippers the team met with during this scan
view the serious constraint in international trade
and supply chain efficiency as being on the
receiving end, in Europe and the United States.
The prevalent perception is that terminal throughput
in the United States and European Union is
limited by terminal operational limitations,
landside access capacity, and growing road
congestion. There was a strong perception that
the United States lacks the political will to invest
in infrastructure and could not deliver needed
investments in infrastructure in a timely manner
even if desired. China is viewed as proactive on
infrastructure provision by building for the future
and clearly stating in its strategic plans what will
be built and when. The United States, on the
other hand, is perceived as reactive. The biggest
complaint was the length of time it took to reach
decisions on transportation projects. Industry
representatives expressed an understanding of
governmental laws, regulations, and structures,
but were frustrated with not knowing a project's
fate for a long period of time, so long in some
cases that other investment or logistics decisions
could not be made.
- Shippers and carriers believed that the effect of
a widened Panama Canal and increased transits
through the Suez Canal will likely be more
shipments heading to east coast ports, but that
west coast ports will still be the major destination
for most containers. The shifting of sea
routes is in response to transportation costs
and the reliability of ground access modes at the
west coast ports. With increased capacity at the
Panama Canal, some carriers believed it would
become a more appealing route than rail or truck
services across the continental United States. In
addition, carriers mentioned that one constraint
in all movements is that the new generation of
container ships (10,000 to 12,000 TEUs) cannot
physically dock at most U.S. ports. The larger
ships are used primarily to serve Europe because
of market factors and the capacity of many
European ports to handle larger vessels.
- Several shippers and carriers said bunching of
vessel departures from Chinese ports (because
of when merchandise arrives at the ports and
when it is needed in the U.S. market) causes a
significant peaking problem. They observed
that a peaking in departures from China usually
results in a peaking in arrivals at U.S. ports,
especially Los Angeles-Long Beach. Several
shippers and carriers believed that this peaking
phenomenon could be remedied by working
with retailers, shippers, and manufacturers.
Lessons for the United States
The lessons learned from this scan are organized in
two major categories—consequences to the United
States and its transportation system, and different
approaches to planning and project development
in support of a growing economy.
Consequences to the United States and the
U.S. Transportation System
- Under current economic projections in the United
States and China, trade flows from China to the
United States will continue to grow. China is
building the infrastructure to handle them, but
there are questions about whether the U.S.
transportation system is ready. With a limited
number of ports of entry, the U.S. transportation
system necessarily concentrates these imports
at a few strategic locations. For the United States
to remain competitive globally, investment in
transportation infrastructure is needed, new
system management technologies should be
applied, and institutional change in how the
country identifies, funds, operates, and makes
targeted infrastructure improvements to key
elements of the national transportation system
should be considered. These improvements help
not only to expedite the movement of imported
goods, but also to reduce the logistics cost of
U.S. companies to compete in the global market.
- Trade from China increasingly will become an
east coast issue. With new service routes through
the Suez and Panama Canals, States on the east
coast will experience increasing demands on
their transportation systems. Shippers and
carriers noted that these routes will become
even more important if land access to west
coast ports deteriorates.
- Given the navigable draft and terminal capacity of
most U.S. ports, the largest container ships will
not provide service to the United States. This
means that U.S. ports will be served by vessels
carrying less than or equal to 10,000 TEUs. With
increasing cargo volumes, that means more
vessel calls.
- Similar to what scan teams observed during the
intermodal freight scans in Europe and Latin
America, the team noted a dramatic difference
in port efficiency between China and the United
States. Hours of operation, the time to turn
trucks, crane productivity, and good land access
make Chinese ports very efficient. If U.S. ports
are unable to physically expand because of
community concerns or terrain limitations,
maximizing the use of existing capacity and
improving port throughput are imperative to
the United States' ability to handle increasing
container flows.
- The United States can learn much from China
on using natural geography to the maximum
extent, particularly in the use of barge and
coastal shipping as access modes to major
ports. In China, the Pearl and Yangtze River
ports are being developed as transshipment
ports, and new manufacturing capacity is
being developed and located to take advantage
of river transport. Although the United States
has few locations where manufacturing
concentration is along navigable rivers that
connect to major ports, the Chinese experience
in barge operations might be informative in
those locations where such operations make
sense. Even if U.S. river systems and the ports
they serve do not provide logical conduits for
containerized freight movement, they provide
key assets for bulk commodity movement.
They need to be well maintained to ensure that
goods move efficiently and do not shift to an
already-burdened rail and highway network.
- Freight bottlenecks are viewed as a drain
on transportation system and economic
productivity. This is a perspective the United
States should adopt as well. Solving these
bottlenecks involves more than just expanding
physical capacity. It also involves using
technology and operational strategies. The
Port of Yantian is a good example. Ten years
after the port was built, it became apparent to
local officials that congestion on the roads
serving the port was affecting not only freight
movement, but also local traffic. They built a
truck-separated access route to the port to
eliminate the bottleneck.
- Chinese officials recognize that freight-oriented
transportation investments, especially near
ports, are an important part of the nation's
economic development. Accordingly, Chinese
transportation agencies have implemented
system management strategies aimed at
improving port access. Efforts to encourage
more efficient movement of trucks have included
setting differential tolls, prohibiting trucks in
congested areas, enhancing enforcement of
pedestrian and passenger vehicle flows on
streets near ports, separating trucks from
passenger highway lanes, and encouraging
the use of barges as an alternative access mode
(although rail does not appear to be a major
consideration at this point).
- The United States is fortunate to have a much
more developed rail network, which in many
cases provides on-dock service to port terminals.
This is a significant advantage to U.S. trade
flows and one that needs to be nurtured. The
efficiency of the feeder services into and out of
U.S. ports will be a key factor in the ability of the
U.S. transportation system to support increased
container demands from China. The U.S. rail
network, although facing congestion issues of its
own, still provides an indispensable capacity for
moving containers once they reach U.S. ports.
Improving the productivity of such services will
be an important element of the U.S. strategy to
remain competitive in the global market. The
team noted that the new Chinese freight-only rail
track being built to connect the 18 new intermodal
hubs will have no at-grade crossings.
- Given China's experience with oversize and
overweight vehicles and the infrastructure
damage it is grappling with, the United States
should ensure that its commercial motor vehicle
size and weight program continues to advance
and receive adequate resources. This is a critical
part of the road management system.
As the scan team learned in China, when such
a program is not in place, roads wear out much
faster than expected. Thus, Federal and State
efforts to monitor and enforce appropriate size
and weight standards on the Nation's road
network need to be continued and supported.
- One challenge facing west coast ports is the
bunching of vessel departures from China that
result in vessels arriving at about the same time
in the United States. This is primarily due to
operations in which ships depart Chinese ports
over the weekend in response to manufacturing,
supply chain, and market requirements. If vessel
bunching could be reduced, this could significantly
benefit both U.S. and Chinese ports.
Shippers and carriers in China expressed some
optimism that this could in fact occur.
How the Chinese Invest In and Operate
Their Transportation System to Support
a Growing Economy
- China has a national transportation investment
policy that is closely linked to its trade and
economic policy. It was clear in discussions
with Chinese officials at all levels of government
that they were aware of the national
transportation policy and what it is intended to
accomplish and supported it. China competes
as a nation. National transportation investment
appeared to focus on two major goals (besides
military defense): strategies to foster social
harmony among Chinese citizens and strategies
to support economic growth, with the second
goal supporting the first. Given where China is
in its development cycle, there is little question
that transportation infrastructure is considered
a critical component of the nation's economic
future and that creating a transportation
infrastructure network is critical to and in
some cases leading the economic development
pattern. The United States would benefit from
adopting national transportation investment
policy that supports the nation's economic
health and global competitiveness. Transportation,
trade, and economic policies that coordinate
transportation investment, especially
freight-related investment, are vital.
- The Chinese central planning function is not
a model that would work in the United States.
However, it is worth considering a strategic
investment plan for the national expressway
network that is financially supported at the
national level and executed locally (similar to
the initial effort to build the U.S. Interstate
Highway System) and that uses performance
measures to monitor progress in developing
and operating key system elements. A centrally
planned and financially supported national
expressway network provides the platform for
China to compete as a nation—a united whole
that works for the benefit of the entire nation.
The three-tiered planning effort the Chinese
employ—which covers central, provincial, and
local needs—appears to work well in addressing
national, intraregional, and local transportation
needs. For example, performance measures
and standards for the Interstate Highway
System might be established nationally, with
the means of achieving desired performance
left to the States.
- Many assets that work in tandem with the
Chinese transportation system (port terminal
development, logistics parks, etc.) are funded
through private investment. In some cases, it
may take years for the investment to start
producing net gains. However, companies made it clear they are willing to invest in China
because the Chinese can make decisions and
show progress toward infrastructure improvement.
A similar confidence in the U.S. approach
to decisionmaking and project development was
lacking. For instance, a number of private sector
representatives pointed to the length of time it
takes to complete the environmental process on
U.S. projects. They noted that it often exceeds the
time companies can place a planned project or
investment on hold. While they did not indicate
that the United States should stop mitigating
environmental impacts, they did point out that
a more streamlined process for environmental
(or other public) decisions could allow the private
sector to look more favorably on business and
capital investments. Companies know that in
China they will get a timely decision on a proposed
investment, but they have little confidence
in the U.S. process for assuring that progress will
be made. This suggests that if the United States
is interested in fostering economic development
and encouraging more private investment in
transportation facilities, it needs to place greater
emphasis on timely public sector decisionmaking.
Agencies simply need to get to the decision
point earlier.
- The joint venture is the primary instrument of
privatization in China. In almost all cases, private
investors do not get a majority share of the
investment (the exception being port terminals);
government agencies or state-owned enterprises
retain control. In some instances, such as the
development of 18 intermodal rail yards, private
investors have turned down participation in a
joint venture because the government stipulations
were too stringent. The major lesson,
however, is that the model of private funding
in China is that government participates in a
significant way by steering where the investments
can be made.
- Chinese planning for intermodal centers and
indeed for regional transportation networks
adopts a systems perspective on performance
and investment. The regional highway network,
ports, airports, intermodal facilities, and warehousing
and distribution centers appear to be
planned with an understanding of how they
interconnect and affect one another. While
multistate coalitions seek to coordinate
multijurisdictional activity in the United States,
more effort along these lines will be necessary to
achieve systems-level coordination.
- The team learned that Hong Kong's international
airport has been the busiest airport in the world
since 1996 for international air cargo—not
because of air cargo planes, but because of the
freight shipped as belly cargo in passenger
aircraft. The air cargo market in Hong Kong has
grown rapidly but is not viewed as a new market,
given the long-established air cargo business in
Hong Kong (with the United States as the single
largest destination for air cargo originating in
Hong Kong). Air cargo is the fastest growing
segment of freight movement. While it still is
only a small percentage of total tonnage, the
implication to the U.S. transportation system
of this growth in both air cargo hubs and belly
freight is new stress to the transportation
network on already-stressed and overcrowded
U.S. airports.
- National data collection in China provides a
springboard for national transportation planning,
investment, and performance evaluation. This is
especially true for investment in freight facilities
and services. This is an important lesson for the
United States. U.S. freight data systems should
not only be continued, but expanded to provide
the information needed for optimal transportation
investment decisionmaking, especially given
the important role that freight plays in the
Nation's economic health.