MEETING MINUTES, INTER-SESSIONAL MEETING HELD IN VANCOUVER, CANADA, AUGUST 1998

**Presentation Transcripts Available

Opening Plenary: Welcome & Introduction

The ITF was convened on Thursday and Friday, August 6 and 7 by the Chair, Gloria Jeff of the U.S. Department of Transportation. Delegates from eight APEC economies were represented, including: Australia; Canada; The People’s Republic of China; Hong Kong; China; Japan; Korea; Chinese Taipei, and the United States. The Chair welcomed the ITF members and opened the interim meeting with a request for self-introductions by the participants (see Final Agenda, and list of delegates attached). Ms. Jeff then reviewed the objectives of the meeting.

Overview of Intermodal Task Force Work Plan

Mr. Kevin Kavanaugh, Canadian delegate and Vice-Chair of the Task Force, provided an overview of the high-priority tasks in the ITF Work Plan. These tasks include the following efforts:

1) Identify key findings from the Congestion Points Study which highlight areas where work is required in order to achieve improvements in the intermodal transportation system of the region;

2) Task each economy to identify obstacles to intermodality (e.g. pallet size, container size, truck weight, rail links) that otherwise might be overcome by the application of international (e.g. ISO) standards, and the major challenges to implementing those standards. The ITF would identify solution to those obstacles and each economy would strive to implement the solutions;

3) Establish an APEC intermodal pilot project program. Utilize best practices from the Congestion Points Study and other sources to select one or two of those best practices and encourage each economy to identify a project to which one or both best practices would be applied;

4) Sponsor, in cooperation with regularly-scheduled meetings of other APEC bodies (e.g., the Public-Private Sector Dialogue on Infrastructure), a series of activities/fora addressing integrated, intermodal transportation planning for public and private sector planners from APEC economies;

5) Utilize the APEC homepage to create an interactive website and "Listserv" to share and highlight information on technologies and practices facilitating intermodal transportation and promoting their use;

6) Identify existing fora (e.g. The APEC Transportation Working Group’s (TPT’s) Technical Transportation Exchange Program) that would be used to develop these skills, and under which an exchange program would be implemented; and

7) Encourage the host of the third APEC Transportation Ministerial Meeting to conduct a Youth Forum focused on human resources development for intermodal transportation practices and technologies.

Mr. Kavanaugh then summarized the issues and results of the ITF meeting in Mexico City held last April. Mr. Jongcheon Lee of Korea requested that members of the Task Force be provided with transcripts of the presentations made at the Vancouver interim meeting. Ms. Jeff offered to provide these transcripts in addition to the meeting minutes.

Presentation of Integrated Logistics Management for Asia Pacific Growth

A presentation** by Dr. Michael Tretheway of Canada’s Vancouver International Strategic Services Ltd. examined shifts in this sector of the world’s economy. Based on International Monetary Fund projections, within four to five years, developing nations’ shares of the world economy will soon surpass those of the developed countries. Rates of shipping and transportation are expected to grow at double the rate of the world economy. Dr. Tretheway reviewed Asian-Pacific logistics chains, including both air cargo and maritime movements by container.

Air cargo movements are growing at triple the rate of the world economy; air passenger growth is increasing at double the rate of APEC economies’ gross domestic products (GDP); and the increase in air freight is more than double that for air passenger transport. Sea-air logistics were reviewed, with a discussion of integrated movements of containerized marine freight and expedited shipments by air. Reliable intermodal information systems were seen as especially critical to sea-air logistics, and the logistics challenge includes expansion of both major and secondary ports and airports. Congestion costs affect vehicle utilization, inventories, delivery charges, and overall competitiveness.

Dr. Tretheway views the role of government in port operations as one of assistance in planning and implementation, with appropriate one-time subsidies in some cases. Intermodal linkages are critical elements of systemic port development; this system development includes not only the major physical plants, but also the linkage elements, warehousing and depots, and information systems. System development must consider elements of design and procedures, staffing, training, vessel sizes, and routings.

Dr. Tretheway stated that current economic challenges in Asia should not discourage longer-term commitments to planning and the need for infrastructure development.

Dr. Tretheway concluded his presentation with two thoughts:

a) Intermodal growth rates will increase as economies recover, but accommodating this growth will be very difficult.

b) We must focus on complete logistics systems if we are to derive maximum benefits from systems planning.

In response to a question as to who must do systems planning -- government, facility operators, transportation providers -- Dr. Tretheway’s stated that all parties must do systems planning, with government facilitation. The Greater Vancouver Gateway Council was offered as a successful example of systems planning that was initiated by government and has become self-sustaining through participating agencies and the private sector.

In response to a question on important intermodal elements of air freight transport, Dr. Tretheway said that the land-based transportation links were perhaps the most critical. Responding to another question on whether governments truly had the intellect to consider and implement viable transportation programs, Dr. Tretheway answered that he was optimistic. A final question was raised about the difference between authority and cooperation in achieving a common vision of strategic planning, and Dr. Tretheway responded that both elements have a role.

Integrated Transportation Planning

Mrs. Elizabeth Bosher of the Hong Kong Airport Authority made a presentation** on Integrated Transportation Planning using Hong Kong, China as an example. The new international airport was required to replace the limited capacity of the Kai Tak Airport. A critical component of this plan focussed on the surface transportation truck routes serving the population and the proposed airport.

The port and airport development strategy also relied upon two sets of rail connections to serve new container terminals, industry, and residential developments. A financing scheme for the new airport was based on equity and debt funding. The ultimate goal of the transportation strategy was to provide premium transportation service for both passengers and freight.

In addition to enhanced rail service, the comprehensive transportation plan also considered and made provisions for access by buses, taxis, and water ferry -- essentially, all modes of transport. The new airport was considered in the context of the air service for Pearl River feeder airports and the world air network at large. The new facility was also integrated into the surface transportation network of Pearl River Delta Access Corridors through extensive pre- and long-range planning. In conclusion, Mrs. Bosher remarked that the successful intergovernmental coordination of this long-range planning effort was, in itself, a significant accomplishment.

Responding to a question, Mrs. Bosher noted that while rail cars are equipped to to accommodate baggage, there is also advance baggage check-in for air passengers. Regarding another question on the project’s state-of-the-art passenger information systems, Mrs. Bosher responded that the seat-backs of the passenger rail cars as well as information kiosks located at the rail and airport terminals feature electronic information on tourist destinations, accommodations, and financial information.

Session 1: Objective #1, Tasks 1 and 2

Ms. Jeff opened the discussion of the ITF Work Program and Mr. Gota Otaka of Japan reviewed the progress on Objective #1, Tasks 1 and 2. Upon completion, a summary of the survey results will be distributed for the delegates’ consideration and approval.

Ms. Jeff then asked the delegates from Chinese Taipei, Canada, the U.S., Hong Kong, and Australia to review the results of their respective economies’ surveys.

In his **presentation, Dr. Kuo-shian Lin of Chinese Taipei summarized the response to the survey. In preparing their survey response, Chinese Taipei distributed the questionnaire to their air, marine and ground transport sectors which convened in a single session to produce a consolidated response to the survey. The major impedeiments were classified into three categories:

1) Capacity of the inland road transportation system, 2) Customs procedures, and 3) Limited capacity of the railway system. Dr. Lin said noted thatmost enterprises involved in shipping or cargo handling business in Chinese Taipei have developed their own EDI systems; however, their data formats are not compatible at this time. the Ministry of Transportation and Communication has no single division responsible for integrating intermodal transport, but the air, maritime, and ground transport agencies do have individual intermodal segments. In preparing their survey response, Chinese Taipei distributed the questionnaire to their air, marine, and ground transport sectors which convened in a single session to produce a consolidated response to the survey. The ITF delegates were invited to review the results of the survey.

Mr. John MacDonald of MacDonald Logistics and Intermodal introduced Mr. Jim Hamblin of the International Cargo Handling Coordination Association of Canada (ICHCA), who delivered the results of the Canadian survey. The survey was based on 16 responses from the 27-members of the ICHCA. The major impediments to intermodal freight transport indicated included: 1) Customs Procedures, 2) Terminal Operations/Inefficiencies, and 3) Customer Service. Other impediments to intermodal freight transport identified were: A) Lack of Available Equipment, B) Inland Congestion, C) Road Restrictions, and D) Lack of Funds for Expansion. Positive signs for intermodal freight transport were seen in the increasing use of technology, industry associations, and recognition of the need for cooperation.

Mr. Richard Biter of the United States presented** the U.S. Department of Transportation’s response to the survey. The survey was conducted on behalf of the Department by the Volpe National Transportation Systems Research Center. Mr. Biter noted that the following major impediments were quite similar to those identified by other APEC economies: 1) Congested Truck Routes, 2) Customs Procedures, 3) Lack of Government & Planning Authority Cooperation/Coordination, 4) Inadequate Infrastructure, and

5) Few On-Dock Facilities.

The causes of these intermodal impediments:inadequate funding; customs bottlenecks; poor government coordination; and restricted opportunities for expansion were also similar to those noted by other economies. Mr. Biter reported that the U.S. actions to overcome these challenges include both legislative actions, management strategies, and intermodal infrastructure evaluations.

Ms. Reddy Ng of Hong Kong presented** the survey results generated from a widespread distribution of the questionnaire to intermodal operators in that area’s transportation system. Ms. Ng noted that less than one percent of intermodal cargo is transported by rail due to the geography of Hong Kong. The major intermodal impediments for Hong Kong included: 1) Port/Airport Truck Queuing, 2) Insufficient Port/Airport Infrastructure, 3)Poor Government Cooperation/Coordination 4) Limited Open Hours at Border, and 5) Lack of Knowledge and/or Delays in Implementing Technology.

In response to a question on dedicated facilities for freight transport, Ms. Ng said that improvements for freight rail transport are being considered, but there are no specific plans.

Mr. Leigh Crutchley of Australia provided an update on the status of consolidating responses to his economy’s survey, which will be completed by August 14. Australia’s top three impediments include: 1) Infrastructure (insufficient bridge clearances, road weight limits, etc.), 2) Poor Governmental Coordination, and

3) Slow Implementation of New Technologies. The high costs of implementing Electronic Data Interchange systems was offered as an example of the funding challenges that impede infrastructure and technology deployment. The Australian National Road Transport Commission is now completing a Federal overview of road infrastructure and making recommendations for improvements.

The Australian National Transport Council is comprised of transport ministers from the Federal and State levels and has broad responsibility for improving transport chain logistics.

In opening the discussion on Objective #1, Task 2, Ms. Jeff noted the commonalities found in the survey results from the economies and observed that the utility of the survey exercise lies not only in compiling the information, but in identifying the actions being taken to overcome these challenges. By mid-September, Ms. Jeff requested that the member economies submit their approval of Japan’s summary of key findings of the Congestion Points Survey. Mr. Kavanaugh also recommended that the Japanese summary of the Congestion Points Survey be submitted to the full Committee for its approval.

Mr. Kavanaugh asked how the Task Force would undertake drafting a report on solutions to intermodal obstacles by the APEC meeting in Chile. The Task Force discussed how the report on solutions to intermodal problems might be prepared. One suggestion was to elaborate upon the questions on this issue in the recent impediments questionnaire. Mr. Biter observed that several issues were within the purview of other APEC working groups and their assistance could be sought in addressing these issues. Mr. Bert Schacknies of the USDOT’s Federal Highway Administration International Programs Office also noted that other international organizations have identified -- or are considering -- solutions to these problems, and Ms. Jeff offered to transmit these relevant publications for consideration by the member economies.

Ms. Jeff then opened discussion on the development of a questionnaire to determine intermodal passenger needs in an exercise that would be comparable to the intermodal freight survey. Mr. Kevin Kavanaugh and Mr. Les Ward of Transport Canada suggested that it might be more productive to complete the ITF’s work on intermodal freight impediments and solutions before initiating a new effort in intermodal passenger transport. Mr. Ward went on to discuss the possibility of existing information on this topic -- in air transport and cruise ship sectors, for example -- that might serve as an information base for the ITF.

It was agreed that ITF member economies, especially Canada, Australia, and the U.S., would conduct a literature review on passenger intermodal transport and impediments, and submit their findings to Canada. In response to a request from Mr. Otaka, Canada accepted responsibility for developing a draft questionnaire on intermodal passenger transportation.

Session Two: Objective #2, Task 1 and Objective #4, Task 2

Ms. Jeff opened the afternoon session which included presentations on demonstration projects in APEC member economies which illustrate best practices in overcoming the intermodal impediments identified in the Congestion Points Study.

Update on Global TransPark

Mr. Mark Cramer of the North Carolina Global TransPark Authority made a presentation** on the status of the TransPark project. The objectives of the Global TransPark are consistent with the best practices found in the Congestion Points Study -- e.g., taking advantage of emerging technologies, demonstrating coordinated planning across tiers of government, and providing an infrastructure base for expanded commercial growth. Mr. Cramer noted that a $17.5 Million (U.S.) grant was recently awarded to the Global TransPark to lengthen the main runway to accommodate international flights of cargo planes. He also noted that education and training programs were major considerations in developing this project.

Update on Thailand Intermodal Rail Project

Ms. Joan Yim of Parsons Brinkerhoff made a presentation** reviewing the status of Thailand projects at the Port of Laem Chabang and the inland container distribution facility at Lat Krabang. The purpose of the project is to facilitate freight movements using rail to avoid highway congestion in and around Bangkok. The Parsons Brinkerhoff consultant review of existing conditions found that: 1) historical investments were in highways not rail, 2) the rail system and newly industrialized areas are not connected, 3) highway transport holds a competitively dominant position over rail, and 4) shippers don’t see value in rail transport. Nonetheless, the study did find potential for rail intermodal market growth. The study recommends improvements in infrastructure capacity, privatizing inland container distribution facilities, and installing double sets of rail tracks. The study also recommends conducting public forums to consider customer needs and opinions, establish interagency partnerships, and develop a management strategy for increasing revenues. The project is poised to initiate the customer forum workshops.

Miami Intermodal Center Project

Mr. Jose Abrue of the Florida Department of Transportation led a panel of speakers that presented information** on the Miami Intermodal Center (MIC). Mr. Abrue reviewed the economic and demographic trends that have shaped and placed increasing demands on Miami’s transportation system. The Miami International Airport has been at the center of dramatic growth in air transport and a shift in the metropolitan population distribution. Handling airline and cruise passenger baggage at remote sites is one of the most challenging parts of the project.

The MIC will have bus, passenger rail, light rail, taxi, and rental car transportation services. Revitalization and redevelopment of surrounding areas was an important part of the overall plan. Using a memorandum of understanding, review and comment by six USDOT operating administrations on environmental documents was secured simultaneously and within 30 days. Joint development using public/private partnerships will provide a financial base for site development; the $2 Billion (U.S.) cost of this project necessitated this funding strategy.

A group named Modal Opportunities for Viable Enterprise was created by the Mayor of Miami-Dade County to forge a cooperative relationship among airlines, rental car companies, cruise lines, and the private sector in promoting transportation projects.

Achieving consensus on project development with the public and private sectors was an important key to success that is relevant to both developed and developing countries.

Portside Trade and Convention Centre Expansion Project

Messrs. Gary Duke and Murray MacKinnon of Greystone Properties made a presentation** on the intermodal passenger transport considerations inherent in the Canada Place Portside Project. The Portside Project will involve constructing a 250,000 square foot convention center and a 1000 room hotel at a total project cost of $1.5 Billion (Canadian). The present convention center is the most heavily-used convention center in North America, and its’ patrons are primarily world congresses. The project is being financed through funds provided by the Province, the City of Vancouver, Marriott Corporation, Greystone Properties, and other sources.

Transportation services are fundamental considerations in planning to expand Vancouver’s convention and trade center. The convention center will offer an airport baggage check-in facility. Pedestrian and bicycle access are significant elements being considered in the planning process, as are the access movements by supply vehicles serving the convention center, cruise terminal, and hotel. Pedestrian fast-ferry service to Victoria Island is also being considered.

The cruise ship terminal at the Port of Vancouver currently handles 25 ships weekly, averaging 6,000 passengers per day. There are limitations to the Alaska cruise theater that do not result from capacity constraints in Vancouver but rather from port facilities in Alaska and environmental considerations. The maximum number of cruise ships is expected to peak at about 35 ships per week.

Update on Conference on Applicability of Satellite Navigation and Communication Systems in the Intermodal Environment

Ms. Jeff opened discussion on activities to integrate intermodal transportation planning under Objective #4, Task 2. Mr. Ted Davis of the USDOT Federal Aviation Administration delivered a status report on the proposal he made in Mexico City to hold a symposium in Singapore on satellite communications. This symposium or forum on Intermodalism and Satellite-Based Transportation Technologies would address many of the more sophisticated electronic data communication technologies that can be employed by intermodal industries. Mr. Kevin Kavanaugh was encouraged that this forum would go beyond the usual discussion of satellite technology application to marine and aviation transport and would include deployments in rail and highway transport. The member economies present at the interim meeting tentatively endorsed the proposal to hold the Singapore symposium on satellite communications, but final endorsement will be withheld pending review and approval of the whole ITF membership.

To close out the discussion of best practices and demonstration projects, Mr. Karl Westby of the Washington State Department of Transportation reported on the progress of the Transportation Shipping Harmonization and Integr ation Planning Project (TSHIP). This project was approved at the Mexico City meeting. The model developed by this project will attempt to define appropriate, intermodal investment strategies using freight movements at the Ports of Seattle and Tacoma and the Pacific Northwest as a test site. Analytical runs of the model are being made to determine costs and benefits of intermodal investments, and the analyses should be completed in August 1999.

Session 3: Objective #5, Task 1 and Objective #6 Tasks, 1 & 2

Ms. Jeff began the Task Force discussions on the second day by asking if there were any amendments to the Mexico City meeting minutes. Mr. Richard Biter asked that the minutes be amended to reflect discussion of the Singapore symposium on satellite communications. Ms. Jeff also commented that the minutes from the Mexico City meeting should be revised to further explain U.S. regulation of vehicle sizes and weights. The delegates endorsed these recommendations and the Mexico City meeting minutes will be revised accordingly for distribution to the ITF.

Ms. Jeff then directed the group’s discussion to the status of ITF Work Plan Objective #5, Task 1. The member economy responsible for reporting on this Task, Indonesia, was not present. Mr. Kevin Kavanaugh offered that the Canadian and Australian delegations would be willing to assist Indonesia on this Task.

Ms. Jeff noted that Indonesia was also the lead economy for Tasks 1 and 2 of Objective #6, and requested that a status report on these Tasks be prepared and circulated to the ITF members.

Next, The Task Force heard presentations on interactive approaches to information-sharing.

Strategic Considerations for Website Development

Mr. David Arnatt of Mobius Concepts in Canada presented** his view of Strategic Considerations for Website Development. Mr. Arnatt saw the key forces affecting website development as globalization, specialization, and technical coverage. Business opportunities arise from information collection that enables advanced intelligent commercial applications. Successful website development is the result of a clear understanding of goals, supported by appropriate information strategies.

Electronic Commerce - Advancing Intermodalism

Mr. Robert Frenzel of the the United Parcel Service made a presentation** on how the business environment is constantly changing the attributes of electronic commerce applied to business. Electronic commerce is fundamental to the logistics operations that underlie UPS operations. Mr. Frenzel offered a definition of electronic commerce as being the use of networked computer technology to facilitate the buying and selling of goods and services between trading partners.

This electronic commerce is becoming increasingly important due to shrinking product lifecycles, mass customization, one-to-one marketing, smaller and more frequent shipments, and improving cashflows. The value of good sitting in U.S. warehouses is estimated to be $1 Trillion (U.S.), so there are huge economic incentives to get goods to customers more quickly and thus hasten the economic return on capital.

In response to a question, Mr. Frenzel said that the biggest obstacle to deploying electronic commerce is the reluctance to analyze busines opportunities and understand how things could be done differently with an increasing focus on customers. He noted that this is a challenge facing developed and developing economies alike. In response to another question, Mr. Frenzel offered that electronic commerce is a component of infrastructure that is just as important as physical infrastructure links of roads, rail, ports, and airports.

A question was asked about the status of Mr. Frenzel’s work with Australia, Singapore, and Chinese Taipei on the APEC pilot project on electronic clearance for Customs. Mr. Frenzel stated that the pilot project is already underway, and the objective is to develop a completely paperless transaction. Mr. Frenzel also endorsed governmental support of open systems architecture standards as a prerequisite for full access to electronic commerce.

Cruise Logistics Presentation and Tour of Facility

Mr. Peter Xotta of the Vancouver Port Corporation led a team presentation** on Cruise Logistics at the Port of Vancouver. The cruise industry generates $200 Million (Canadian) annually for the Vancouver region. Mr. Michael McLellan of Terminal Systems Incorporated explained how cruise ships are handled by the Port of Vancouver. There is a ten-hour window for handling ships; baggage for 2,000 passengers is handled in 2 hours. Advance check-in of passenger baggage is accomplished by having airline personnel at the cruise terminal. Ms. Susan Stiene of the Vancouver International Airport Authority elaborated upon how passengers and baggage are handled at the airport, in transit to and from the airport, and at the cruise terminal.

Ms. Beth Brown of Transport Canada discussed security screening at the airport and at the cruise terminal. Passengers are screened through U.S. immigration to pre-clear them for entry in Alaska. Screening points at the cruise terminal are mobile and can be shifted to meet demand; the devices include x-ray machines, pass-through metal detectors, and hand wands. Security in baggage transport is ensured by the shipment being transported directly and under seal. This security process is employed only for cruise ship passengers and has not been extended to other domestic or international flights, although expansion to additional transport movements is being considered. In response to a question about why more airlines don’t use the advance check-in of bags at the cruise terminal, Ms. Brown said that it is the lack of available space that limits this practice, not a lack of interest.

Following these presentations, Task Force members were taken on a tour of the Port of Vancouver’s cruise ship terminal where the facility layout, processing procedures, and security clearances for passengers and baggage were explained.

Closing Plenary

At the closing plenary session of the ITF Interim meeting, Ms. Gloria Jeff requested the member economies to offer general progress updates on intermodal issues. Mr. Leigh Crutchley reported on Australia’s Integrated Logistics Working Group which is part of that economy’s Supermarket to Asia Initiative. The initiative will address intermodalism by 1) establishing a sea and airport council, 2) examining case studies on the export of citrus to Indonesia by sea freight, 3) looking at efficiencies through standardization in the logistics chain, and 4) planning operations to ensure best practices in the handling of goods. The Australian Government is pleased with the results of the initiative so far. Mr. Kavanaugh reported that he had yet to receive his case of fresh lobster as a pilot test of the initiative!

Mr. Dave Gardiner of Canada’s Western Transportation Advisory Council summarized that organization’s recent report on passenger rail operations. Included in this report were elements addressing public/private partnerships and possible competitive problems for the private sector created by Federal involvement. The report also called for a feasibility study of building a high-speed rail service between Windsor and Toronto. Consideration of rail service to airports was encouraged, and the report examined the emerging private sector interest in the packaging of rail transport practices with air and cruise ship connections.

Mr. Gardiner noted the similarity of an air freight service envisioned for Winnepeg and the Global TransPark project in North Carolina. The Winnepeg project would handle air freight service to and from China.

Ms. Reddy Ng reported on the significant growth in barge traffic (25 percent) in the Pearl River Delta. The river port development, including the river trade terminal to be completed in October of this year, will help to: 1) reduce truck congestion, 2) remove or consolidate river traffic by small vessels, and 3) cut costs of using barges rather than trucks for transport. The total capacity for the project’s first phase will be 1 Million TEUs with an additional 1 Million tonnes in breakbulk cargo. Future projecttions call for accomodating up to 13 Million tonnes of breakbulk cargo.

Mr. Otaka reported on Japan’s efforts to reduce truck-based transport and thereby alleviate congestion. Incentives to encourage shoreside coastal shippings as an alternative to truck transport are being tried.

Mr. Lee reported that the downturn in the Asian economy has created logistical imbalances in container flows, with containers pooling up in Asia due to a lack of available freight for backhaul.

Mr. Pai stated that Chinese Taipei is refining its plans for establishing a rail service to reposition as many as 600,000 TEUs of containerized freight. Taipei is also evaluating mass transit system connections to airports that would provide expedited passenger service.

Mr. Richard Biter reported on U.S. efforts to promote intelligent transportation systems in concert with the private sector and local, state, and Federal government sponsors. He projected that there will certainly be intermodal implications arising from the dissolution of the Conrail rail system, but the ramifications of this action have yet to be realized. Mr. Biter then discussed the U.S. Department of Transportation’s efforts underway in the Waterways Management Initiative to examine safety and operations in marine transport, and the National Highway System Intermodal Connectors Study that will look at the functional capacity of these links. He reported on the Department’s intent to study the issues relating to the roadability of intermodal equipment, and noted that the objective is to encourage accountability among the responsible parties. Mr. Biter then commented on the modelling activity underway to consider various scenarios for modal shifts between truck and rail under different sets of conditions. This analysis, which will be released in December of this year, will consider access to markets, impacts on pavements and bridges, safety, and other variables.

Mr. Bert Schacknies discussed possible benefits of having the ITF members review intermodal initiatives being sponsord by other international organizations including: the United Nations; OECD; the Asian Development Bank, and others.

Ms. Jeff then reviewed issues that might need to be addressed at the next ITF meeting in Seoul in October. Agenda items include:

1) Updates on case study/demonstration projects;

2) General reviews of Tasks, most notably an update on Task #1, and reevaluations of task priorities;

3) Discussions of technology issues;

4) A review of various approaches to exercising administrative authority for project management to determine what worked and what didn’t;

5) The ITF’s role in the Singapore conference on satellite communications; the ITS conference will be held in Singapore the week before, and a report-out on the results of that conference would be useful; and

6) Presentations by the member economies on the backlog of planned, but unfunded and postponed projects in the Asian theatre.

In closing, Ms. Jeff thanked the ITF’s Canadian hosts for arranging a very substantive meeting in a very attractive setting, and invited participation in the ITF’s next meeting planned for Seoul, Korea in October.

This page was last updated on 17 February 2000