Improving Transnational Transport Corridors

In the OIC Member Countries: Concepts and Cases

services

. It can be added that rent seeking is obtaining economic gain from others without

reciprocating any benefits to society through wealth creation. In the case of transit corridors,

developers exploit the ease of access raise property prices without returning any net value

added. Furthermore, unplanned and ad-hoc development along transport corridors actually

undermines their integrity as a through route, converting them, in some cases, into no more

than urban roads.

Transport corridor development in many cases is either a part of a process of regionalization

or a precursor to it. Transport corridors in Southern Africa (Teravaninthorn and Raballand,

2009), South Asia (Su, 2012) or Europe (Notteboom, 2010), are very much a part of promoting

cohesion between its protagonists. The key to the success of transport corridor development

and regionalization is harmonization of regulations and or deepening socio economic

integration (Kessides, 2012, Monios, 2016). The main components of a transport corridor are

typically a gateway port, hinterland road and rail networks, inland ports or dry ports and

border controls. In addition to land corridors there are also sea corridors, especially short sea

“bridge substitutes” (Woxenius, 2012) and aviation corridors as well. Invariably all transport

modes follow a similar orientation and serve the principle conurbations within its tract.

As shown, various modes of transport serve a single corridor. Because of this, it is vital that

freight is unitized and transferable between modes to take advantage of the most efficient type

of transport. This is normally road for distances of up to 500-700 km and rail beyond that. The

container has over the last 30 years become the main vehicle in this process and the term

defining the use of several modes by the same loading unit is known as intermodal transport

(Woxenius, 1998). Two important intermodal transport corridors linking North-East and

Central Asia namely: Korea–China–Central Asia; and Korea–China–Mongolia–Russian

Federation uses maritime, road and rail modes for the transportation of goods and were

studied by (Regmi and Hanaoka, 2012), who made recommendations to improve physical

infrastructure and minimize non-physical barriers to enhance operational efficiency of the

intermodal transport corridors are offered which can be useful for other countries and parts of

Asia.

2.4. Political and Institutional Factors

There is an undoubted link between transport and development and more essentially between

regional transport and regional development that includes also integration. Yet, assuming that

the development of transport networks

per se

will drive development is simplistic and this is

increasingly understood. Building a transport corridor and expecting that development will

automatically follow is probably not going to be the way it works. Much more likely is that the

transport corridor linking places may possibly become the nexus of a set of advantages in

terms of accessibility that will lead to further positive feedback. This process, also known as