Greater Mekong Subregion: East−West Corridor Project
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Logistics Development in the North–South Economic Corridor of the Greater Mekong Subregion
Logistics Development in the North–South Economic Corridor of the Greater Mekong Subregion Ruth Banomyong1 Abstract Traders in the Greater Mekong Subregion require efficient logistics services that can move their goods to the right place, at the right time, in the right condition, and at the right price. It is, therefore, of great importance that regional links among neighboring countries are strengthened to facilitate trade and to develop logistics for better access to the global market. This is particularly true for the North–South Economic Corridor (NSEC), one branch of which extends from Kunming in the People’s Republic of China to Bangkok, Thailand. This branch, which is the focus of this paper, has three separate subcorridors. A methodology to assess the NSEC macro-logistics system and subcorridors was developed and validated with empirical and secondary data for the three subcorridors in the Kunming– Bangkok branch of the NSEC. Infrastructure connectivity in the NSEC is almost complete, but border crossings are still the weakest link in the macro-logistics system. An integrated approach is needed in order to solve this key problem. This approach should combine solutions to physical infrastructure issues with adherence to rules and regulations. The remaining challenge is how to transform the NSEC subcorridors into fully fledged economic subcorridors that can attract investment and generate economic activities in remote areas of the subcorridors, such as border crossings. Introduction The development of logistics services and communication technologies has revolutionized production and distribution processes, creating a global market. Shippers and consignees require efficient logistics services that can move their goods to the right place, at the right time, in the right condition, and at the right price. -
Power Sector Vision for the Greater Mekong Subregion
ALTERNATIVES FOR POWER GENERATION IN THE GREATER MEKONG SUBREGION Volume 1: Power Sector Vision for the Greater Mekong Subregion Final 5 April 2016 FINAL Disclaimer This report has been prepared by Intelligent Energy Systems Pty Ltd (IES) and Mekong EConomiCs (MKE) in relation to provision oF serviCes to World Wide Fund For Nature (WWF). This report is supplied in good Faith and reFleCts the knowledge, expertise and experienCe oF IES and MKE. In ConduCting the researCh and analysis For this report IES and MKE have endeavoured to use what it Considers is the best inFormation available at the date oF publiCation. IES and MKE make no representations or warranties as to the acCuracy oF the assumptions or estimates on whiCh the ForeCasts and CalCulations are based. IES and MKE make no representation or warranty that any CalCulation, projeCtion, assumption or estimate Contained in this report should or will be achieved. The relianCe that the ReCipient places upon the CalCulations and projeCtions in this report is a matter For the ReCipient’s own CommerCial judgement and IES acCepts no responsibility whatsoever For any loss oCCasioned by any person acting or reFraining From action as a result oF relianCe on this report. Intelligent Energy Systems IESREF: 5973 ii FINAL Executive Summary Introduction Intelligent Energy Systems Pty Ltd (“IES”) and Mekong EConomiCs (“MKE”) have been retained by World Wild Fund For Nature Greater Mekong Programme OFFiCe (“WWF-GMPO”) to undertake a projeCt Called “ProduCe a Comprehensive report outlining alternatives For power generation in the Greater Mekong Sub-region”. This is to develop sCenarios For the Countries oF the Greater Mekong Sub-region (GMS) that are as Consistent as possible with the WWF’s Global Energy Vision to the Power SeCtors oF all Greater Mekong Subregion Countries. -
A Case Study on the East-West Economic Corridor in the Greater Mekong Subregion*
Volume 25 Number 2 December 2009 pp.253-271 Planning Framework for International Freight Transportation Infrastructure: A Case Study on the East-West Economic Corridor in the Greater Mekong Subregion* Toshinori NEMOTO** I. Introduction II. Planning Framework for International Freight Transportation Infrastructure III.Case study on the East-West Economic Corridor in the Greater Mekong Subregion IV. Conclusion Abstract Multinational companies have expanded their supply chain across Asia to enjoy the benefits of Free Trade Agreements and Economic Partnership Agreements. They have to manage their upstream and downstream supply chain for procurement and sale, in which various kinds of materials/parts and products are distributed with different requirements transportation costs and lead-time. It is therefore desirable for them to have international land and/or intermodal transportation options in addition to maritime transportation. However, each country whose interests are not always consistent with those of multinational companies has a responsibility to plan and finance international freight transportation infrastructure including land and/or intermodal transportation. This paper aims to review the planning practices of international freight transporta- tion infrastructure, to identify the gap between the practices and multinational companies’ logistics needs, and to propose international cooperative planning framework focusing on the benefits of less developed countries and common infrastructure financing scheme in the region, through a case study on the East-West Economic Corridor in the Greater Mekong Subregion. Key Words : Planning, international Corridor Greater Mekong Subregion * This is the recommonded paper by the Japan Society of Logistics and Shipping Economics and reviewed and accepted by the Editorial Board ** Professor of Hitotsubashi University, Japan, Email: [email protected] Planning Framework for International Freight Transportation Infrastructure: A Case Study on the East-West Economic Corridor in the Greater Mekong Subregion I. -
The Greater Mekong Subregion (Stone, Strutt and Hertel)
Improving Infrastructure, Facilitating Trade and Reducing Poverty in the Greater Mekong Subregion (Stone, Strutt and Hertel) Presented by Susan Stone Workshop on Aid for Trade Implementation 28-29 March 2011 OECD, Paris Presentation Outline • The Greater Mekong Subregion • The Economic Corridors in the Region • Projects undertaken in transport and trade • Evaluating impacts • Outcomes People’s Republic of China Myanmar Land area: 633 thou sq km Land area: 677 thou sq km Population: 94.1 M Population: 56.2 M GDP per capita: US$1,173 GDP per capita: US$231 (figures for Yunnan and Guangxi only) Thailand Viet Nam Land area: 513 thou sq km Land area: 332 thou sq km Population: 65.2M Population: 84.2 M GDP per capita: US$3,162 GDP per capita: US$723 Cambodia Lao PDR Land area: 181 thou sq km Land area: 237 thou sq km Population: 14.2 M Population: 5.7 M GDP per capita: US$513 GDP per capita: US$599 Source: ADB Trade Statistics Average Share of Exports to GDP 80% 70% 60% 50% 40% 30% 20% 10% 0% GMS Share in Exports Cambodia Lao PDR Thailand Viet Nam GMS 1993-2000 2001-2006 60% 50% 40% 30% 20% 10% 0% Cambodia PRC Lao PDR Myanmar Thailand Viet Nam 2004 2005 2006 2007 GMS Program • Investment in the development of infrastructure to – enable the development and sharing of resource base, and – promote the freer flow of goods and people in the subregion. • Investment in capacity building and support to implement Cross Border Transport Agreement (CBTA) – Covers all the relevant aspects of cross-border transport facilitation. -
PMI Country Profile of the Greater Mekong Subregion
President’s Malaria Initiative PMI Fighting Malaria and Saving Lives GREATER MEKONG SUBREGION The President’s Malaria Initiative (PMI) Malaria prevention and control is a major U.S. foreign assistance objective, and PMI’s strategy fully CHINA BHUTAN aligns with the U.S. Government’s vision of ending preventable child and maternal deaths and ending extreme poverty. Under the PMI Strategy for 2015–2020, the U.S. Government’s goal is to work with BANGLADESH INDIA PMI-supported countries and partners to further reduce malaria deaths and substantially decrease BURMA VIETNAM malaria morbidity toward the long-term goal of elimination. LAOS THAILAND SOUTH PMI support extends to the Greater Mekong Subregion (GMS), which is made up of five countries: CHINA SEA CAMBODIA Burma, Cambodia, Lao People’s Democratic Republic, Thailand, and Vietnam. BRUNEI Regional Context MALAYSIA Although considerable progress has been made in malaria control in the GMS during the past 10 years, malaria remains a major concern for the international community and ministries of health in the region. This is exacerbated by the development and confirmed spread of resistance to artemisinin drugs, the principal component of the combination therapies for malaria that now are the first-line treatment for malaria throughout the GMS and the world. Recent evidence suggests that artemisinin resistance is more widespread than previously believed. Plasmodium falciparum resis- tance to artemisinin drugs has now been confirmed in western Cambodia; failures in artemisinin-based combination therapy (ACT) have been reported from multiple sites on the Thai-Cambodian border; and an early warning sign of artemisinin resistance – i.e., prolongation of parasite clearance times – has been reported from the Thailand-Burma and Burma-China borders and in southern Vietnam. -
Malaria in the Greater Mekong Subregion
his report provides an overview of the epidemiological patterns of malaria in the Greater Mekong Subregion (GMS) Tfrom 1998 to 2007, and highlights critical challenges facing National Malaria Control Programmes and partners as they move towards malaria elimination as a programmatic goal. Epidemiological data provided by malaria programmes show a drastic decline in malaria deaths and confirmed malaria cases over the last 10 years in the GMS. More than half of confirmed malaria cases and deaths in the GMS occur in Myanmar. However, reporting methods and data management are not comparable between countries despite the effort made by WHO to harmonize data collection, analysis and reporting among Member States. Malaria is concentrated in forested/forest-fringe areas of the Region, mainly along international borders. This providing a strong rationale to develop harmonized cross-border elimination programmes in conjunction with national efforts. Across the Mekong Region, the declining efficacy of recommended first-line antimalarials, e.g. artemisinin-based combination therapies (ACTs) against falciparum malaria on the Cambodia-Thailand border; the prevalence of counterfeit and substandard antimalarial drugs; the Malaria lack of health services in general and malaria services in particular in remote settings; and the lack of information and services in the Greater Mekong Subregion: targeting migrants and mobile population present important barriers to reach or maintain malaria elimination programmatic Regional and Country Profiles goals. Strengthening -
Japan-ASEAN Connectivity Initiative(PDF)
November. 2020 Japan-ASEAN Connectivity Initiative MOFA Japan has supported ASEAN's efforts to strengthen connectivity in order to narrow the gaps in the ASEAN region and further facilitate the integration of ASEAN community based on the Master Plan on ASEAN Connectivity (MPAC) 2025 and Ayeyawady-Chao Phraya-Mekong Economic Cooperation Strategy (ACMECS) Masterplan. Japan will continue to provide support in this field. Japan has announced its decision to support strengthening ASEAN connectivity both in hard and soft ware with focus on the ongoing 2 trillion yen worth of land, sea, and air corridor connectivity infrastructure projects as below, together with capacity building projects for 1,000 individuals over the next three years. “Land Corridor” East-West Corridor *The following connectivity projects include projects (Thailand) The road connecting Da Nang, Viet Nam under consideration. (Cambodia) ・Mass Transit System Project and Mawlamyaing, Myanmar ・National Road No. 5 Improvement Project “Sea and Air corridor” in Bangkok (RED LINE) Southern Corridor ( ) (Myanmar) The road connecting Ho Chi Minh, Viet Nam Cambodia ・ ・Bago River Bridge Construction Project and Dawei, Myanmar Sihanoukville Port New Container Terminal Development Project ・East-West Economic Corridor Improvement Project Mandalay Hanoi ・ ・East-West Economic Corridor Highway Development The Project for Port EDI for Port Myanmar Modernization Project (Phase 2)(New Bago-Kyaikto Highway Section) Naypyidaw Laos (Myanmar) ・Infrastructure Development Project in Thilawa Area Phase -
Da Nang, Viet Nam
Policy Review for Low-Carbon Town Development Project in Da Nang, Viet Nam Final Report May, 2014 Report for the APEC Energy Working Group CONTENTS Contents ...................................................................................................................................................... ii Preface ........................................................................................................................................................ iii Executive Summary .................................................................................................................................. iv Recommendations ..................................................................................................................................... v PART 1: BACKGOUND INFORMATION ......................................................................................................... 11 1. OVERVIEW OF DA NANG ................................................................................................................ 12 2. NGU HANH SON DISTRICT ............................................................................................................. 20 3. LOW CARBON STRATEGY FOR DA NANG ...................................................................................... 24 PART 2: REVIEW TEAM REPORT .................................................................................................................. 34 1. INSTITUTIONAL CONTEXT .............................................................................................................. -
East-West Economic Corridor (EWEC)Strategy and Action Plan
Munich Personal RePEc Archive East-West Economic Corridor (EWEC)Strategy and Action Plan Lord, Montague ADB, Asian Development Bank May 2009 Online at https://mpra.ub.uni-muenchen.de/41147/ MPRA Paper No. 41147, posted 09 Sep 2012 18:18 UTC East-West Economic Corridor (EWEC) Strategy and Action Plan RETA-6310 Development Study of the East-West Economic Corridor Greater Mekong Subregion Prepared by Montague Lord Presented to Asian Development Bank 6 ADB Avenue, Mandaluyong City 0401 Metro Manila The Philippines May 2009 RETA 6310: EWEC STRATEGY AND ACTION PLAN Table of Contents List of Abbreviations ................................................................................................................................. iv List of Tables, Figures and Box ................................................................................................................ vi Executive Summary ............................................................................................................................... viii Map ................................................................................................................................................ xi 1. Background and Accomplishments .............................................................................................. 1 1.1 Overview of the Corridor Area ................................................................................................. 1 1.2 First Strategy and Action Plan, 2001-2008 ............................................................................. -
Greater Mekong Subregion Economic Cooperation Program: Overview
OVERVIEW Greater Mekong Subregion Economic Cooperation Program 1 Contents 3 | The GMS Program 5 | Institutional Arrangements 6 | Program Sectors 13 | Recent Developments More information on the GMS Program is available at www.adb.org/gms/ © 2012 Asian Development Bank All rights reserved. Published in 2012. Printed in the Philippines The views expressed in this publication are those of the authors and do not necessarily reflect the views and policies of the Asian Development Bank (ADB) or its Board of Governors or the governments they represent. ADB does not guarantee the accuracy of the data included in this publication and accepts no responsibility for any consequence of their use. By making any designation of or reference to a particular territory or geographic area, or by using the term “country” in this document, ADB does not intend to make any judgments as to the legal or other status of any territory or area. ADB encourages printing or copying information exclusively for personal and noncommercial use with proper acknowledgment of ADB. Users are restricted from reselling, redistributing, or creating derivative works for commercial purposes without the express, written consent of ADB. Note: In this publication, “$” refers to US dollars. All images were taken from the ADB photo archive. 2 The GMS Program he Greater Mekong Subregion of logistics systems, regional power (GMS) is made up of Cambodia, the trade, harnessing of information and TPeople’s Republic of China (PRC, communication technology (ICT), expansion specifically Yunnan Province and Guangxi of cross-border agricultural trade, and the Zhuang Autonomous Region), the Lao promotion of the GMS as a single tourism People’s Democratic Republic (Lao PDR), destination. -
12251385 01.Pdf
LAO PEOPLE’S DEMOCRATIC REPUBLIC MINISTRY OF PUBLIC WORKS AND TRANSPORT DEPARTMENT OF ROADS PREPARATORY SURVEY ON THE PROJECT FOR THE RECONSTRUCTION OF THE BRIDGES ON NATIONAL ROAD NO. 9 IN THE LAO PEOPLE’S DEMOCRATIC REPUBLIC FINAL REPORT FEBRUARY 2016 JAPAN INTERNATIONAL COOPERATION AGENCY THE CONSORTIUM OF ORIENTAL CONSULTANTS GLOBAL CO., LTD. EI AND CR(1) INTERNATIONAL DEVELOPMENT CENTER OF JAPAN 16-011 LAO PEOPLE’S DEMOCRATIC REPUBLIC MINISTRY OF PUBLIC WORKS AND TRANSPORT DEPARTMENT OF ROADS PREPARATORY SURVEY ON THE PROJECT FOR THE RECONSTRUCTION OF THE BRIDGES ON NATIONAL ROAD NO. 9 IN THE LAO PEOPLE’S DEMOCRATIC REPUBLIC FINAL REPORT FEBRUARY 2016 JAPAN INTERNATIONAL COOPERATION AGENCY THE CONSORTIUM OF ORIENTAL CONSULTANTS GLOBAL CO., LTD. AND INTERNATIONAL DEVELOPMENT CENTER OF JAPAN PREFACE Japan International Cooperation Agency (JICA) decided to conduct the preparatory survey on the Project for Improvement of National Road No. 9 as East-West Economic Corridor in Lao People's Democratic Republic (Lao PDR), and entrust the survey to the consultant(consist of Oriental Consultants Global Co., Ltd. and International Development Center of Japan). The survey team held a series of discussions with the officials concerned of the Government of Lao PDR, and conducted field investigations. As a result of further studies in Japan, the present report was finalized. I hope that this report will contribute to the promotion of the project and to the enhancement of friendly relations between our two countries. Finally, I wish to express my sincere appreciation to the officials concerned of the Government of Lao PDR for their close cooperation extended to the survey team. -
11718400 06.Pdf
Chapter 8 Present Situation and Development Plans of Major Sea Ports 8.1 Major sea ports 8.1.1 Hai Phong Port (1) Outline Hai Phong Port is located on the right bank of Cam River and 20 nautical miles (37km) from buoy zero. The port was initially opened by the French in 1879. Hai Phong Port is a nodal point of inter-modal transportation consisting of road (Highway No. 5), inland waterway (corridors 1 & 2) and railway transport. Cargo throughput of Hai Phong Port has been increasing rapidly and reached 7.6 million tons in 2000 (export: 1.2, import: 3.6, domestic: 2.8), which is the highest cargo throughput among the ports in the Northern region. As to port facilities, Hai Phong Port has 17 berths (6 berths for container) with total length of 1,700m (930m for container) and maximum depth of -8.5m (for container). Besides, roadsteads (anchorage area) are located at Bach Dang (3), Hon Gai (9) and Lan Ha (3) for lighterage operation. Tidal range is 3.9m. (2) Current Problems of Hai Phong Port - The depth of the access channel is shallow (current depth: -4.5m) due to alluvium deposit. The vessel over 15,000DWT must be lightened at the anchorage area (roadstead) before berthing. Some 50 vessels (total handling cargo: 0.6 million tons) conducted the lighterage operation in 2001. This increases the handling charges and other expenses. - The maintenance dredging at a published depth in front of berths is insufficient due to lack of fund for maintenance, although mid-way channel is managed and maintained by Vietnam Marine Safety Bureau.