East-West Economic Corridor (EWEC)Strategy and Action Plan (2025)

In 1998 the Eighth GMS Ministerial Meeting held in Manila launched the East-West Economic Corridor (EWEC) as one of the flagship initiatives of the Greater Mekong Subregion (GMS). A decade later the EWEC has achieved many of the targeted infrastructural benchmarks. However, consensus is still lacking among government and development partner officials as well as private sector individuals on how to convert the transport corridor into an economic corridor. The original strategy and action plan for the EWEC, based on the Asian Development Bank's 2001 Pre-Investment Study, identified a broad range of initiatives and opportunities that were in some instances not taken up by stakeholders, particularly the private sector. Corridorlevel impacts nonetheless show a potential upside in mainstreaming economic activity. Numerous interchange nodes link east-west trade with north-south trade, and this transportation network will likely produce large increases in traffic flows over the coming years. Nonetheless, as a development corridor, the EWEC targets some of the poorer areas of the GMS countries, and it is important to recognize this feature when reflecting on the strategic framework needed to transform the EWEC into an economic corridor. Coverage: The aim of this report is to revise and update the strategy and action plan for the EWEC as a means of consolidating planning and programming activities by government authorities and development partners. It differs from the 2001 strategy and action plan in three ways. First, it shifts the vision of the corridor to the socioeconomic development of the subregion with a poverty-based focus, linked closely to the other corridors and transport routes at the interchange, border and gateway nodes, as well as secondary and feeder roads offering access to markets for rural communities. Second, it focuses the action plan on a relatively few high-profile initiatives that have direct links to key strategic areas in private sector, social, environmental and multi-model transport development. Finally, it broadens the sector coverage to those of private sector, social and environmental development, while maintaining trade and investment, agriculture and agro-industry, tourism and infrastructure as core development areas. Consultation Process: An integral part of the process of revising and updating the strategy and action plan for the EWEC has been the consultation process with government officials of the EWEC member countries, representatives of the private sector, non-government organizations (NGOs), and development partners. The consultations were initially held between September and November 2008 in each of the countries and, in particular, along the Corridor. Once completed, the results of the meetings were consolidated into a stocktaking report, which reviewed the EWEC from a multi-sectoral perspective, covering spatial and socioeconomic progress over the last ten years, and addressing practical infrastructure, human resource, policy, regulatory and institutional barriers to trade, investment, and the movement of goods and people. These issues were subsequently discussed at a workshop held on 24 April 2009 in Khon Kaen, Thailand, with the aim of consolidating the concerns and interests of stakeholders into an updated strategy and action plan for the EWEC's transformation into an economic corridor. 10 TH National Economic and Social Development Plan Key Strategies  Human and social development  Increased competitiveness  Infrastructural development  Environmental sustainability  Good governance SocioEconomic Development Plan 2006-2010  Accelerate globalization  Regional integration  Alleviate poverty  Balance regional growth  Environmental sustainability Key Goals EWEC Linkages  Agro-business development  Special Economic Zones  Trade and customs facilitation  Cross-border social issues EWEC Linkages  Support BDS  Target sectors  Trade and customs facilitation  Strengthen SPS capacity

The North-South Economic Corridor: Progress towards a Full-Fledged Economic Corridor

The North-South Economic Corridor (NSEC) of the Greater Mekong Subregion (GMS) was endorsed for implementation by the GMS Ministers at the Eleventh GMS Ministerial Conference in November 2002. It adopts a multi-dimensional development approach to strengthening infrastructure linkages and facilitating cross-border trade through two major routes along the north-south axis of the GMS: (i) the Kunming-Chiang Rai-Bangkok via Lao PDR and Myanmar route, and (ii) the Kunming-Hanoi-Haiphong route through Yunnan province and entering Vietnam at Lao Cai, and more recently through a second route in the Guangxi Zhuang autonomous region that passes through the capital of that region, Nanning, and enters Vietnam through Lang Son. This study examines the NSEC from a multi-sectoral perspective, reviewing spatial development options, and addressing practical infrastructure, human resource, policy, regulatory and institutional barriers to trade, investment, and the movement of goods and people. It also examines issues related to the strategic development of the NSEC. To that end, it summarizes the various initiatives related to the development of the NSEC and it identifies opportunities and challenges from the economic integration process in an effort to provide an understanding about the substantial potential benefits that are arising from current infrastructure investments, coupled with the ongoing progress on cross-border cooperation among GMS countries. It synthesizes these findings in logical framework that will be used for the analysis of the overall development strategy of the NSEC.

DEVELOPING ECONOMIC CORRIDORS IN SOUTH ASIA

Old, New and Potential Economic Corridors in the Mekong Region OLD, NEW AND POTENTIAL ECONOMIC CORRIDORS IN THE MEKONG REGION

What Is Economic Corridor Development and What Can It Achieve in Asia's Subregions?

SSRN Electronic Journal, 2013

The ADB Working Paper Series on Regional Economic Integration focuses on topics relating to regional cooperation and integration in the areas of infrastructure and software, trade and investment, money and finance, and regional public goods. The Series is a quick-disseminating, informal publication that seeks to provide information, generate discussion, and elicit comments. Working papers published under this Series may subsequently be published elsewhere. Disclaimer: The views expressed in this paper are those of the author 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.

Promoting the High-quality Development of Belt and Road Economic Corridors in South Asia: A Multi-pronged Approach

2022

The construction of economic corridors is a crucial way to promote the Belt and Road Initiative (BRI) and is also an essential strategy for China's neighborhood diplomacy and economic cooperation. In the context of COVID-19 pandemic, the high-quality development of Belt and Road Economic Corridors can be promoted at various levels, including language and culture, policies and regulations, economic structures, financial services and social environment. Meanwhile, fieldwork surveys and other means are conducted to map out a long-term vision of the future development. To promote the spread of China's soft power in the economic corridor regions, we need to grasp the direction of public sentiment and social reactions so as to find problem-solving solutions, strengthen interconnectivity cooperation and build a community of shared future for mankind.

Development Policy beyond China Rising: East-West Economic Corridor (EWEC) and Lower northern Thailand

This article would like to explore regional development policy in lower northern Thailand through Indo-China Intersection. The rebirth of ICI comes true when East-West Economic Corridor (EWEC) is officially opened in Thailand in 2008. Interestingly, the return of EWEC in this time comes along with the rise of China's power is the main key factor to run this hopeful mega-project in Phitsanulok and northeastern region. Interestingly, the proximity of Thai geography that stays in the middle of ASEAN. Therefore, it is likely to be the focal point of economic and political powers in this region. Other than this, the southern part of China-Yunnan province is the landlocked area. China plays its role through GMS Economic Cooperation to nearby countries since 1989 as the first project initiation. Later, during 1990s the expansion of China FTA with other ASEAN countries in order to expand its gains from trade and new economic partners. Consequently, Guanxi Economic Strategy through Beibu Gulf Economic Zone (BGEZ) has been established and integrated with the Quadrangle Economic Cooperation or GMS Economic Zone. Therefore, in the second phase of Guangxi strategy mainly focus on opening the gate to ASEAN country by using " One axis, two wings strategy. " This strategy is not a global strategy of land-link only, but is a truly factor of change in lower-northern region and nearby areas, respectively.

Development Corridors and Spatial Development Initiatives

Economic corridors and Delta Plan: Integration for sustainable development

The Financial Express, 2019

Bangladesh Investment Development Authority (BIDA) has initiated development of two economic corridors in the country. This are-NorthEast Corridor to connect the economic hubs mostly along the Dhaka-Sylhet highway, and the SouthWest Corridor to connect the economic hubs along the Dhaka-Khulna highway. Development of economic corridors is a forward-looking development initiative. BIDA website mentions the corridors will integrate national and regional economic centres, promote investment, reduce trade cost, generate employment and cause many other positive impacts. The success of such economic corridors in India, Malaysia, Vietnam, Thailand and other countries has encouraged BIDA to initiate the programme. Nonetheless, it is an expensive endeavour; the NorthEast corridor alone needs more than $12 billion to develop the required infrastructure. So, all avenues need to be thoroughly explored for selecting the best possible alignments. In this context the 'Delta Plan 2100' adopted by the government in September 2018 may be found highly relevant. The Delta Plan 2100 focuses on the country's water system to address important issues e.g., climate change, socioeconomic progress, population growth and regional cooperation. The government has already identified 80 projects to be implemented by 2030 at an estimated cost of $37.5 billion under the first phase of the plan. Now, how much does the highway-centric economic corridor development programme by BIDA align with the Delta Plan? How can the government afford adequate funding for mega development programmes initiated by different government organisations? How will the nation bear the cost of huge investment funds along with the recurring operation and maintenance costs of the projects? We need to address these questions for developing an effective development strategy. Development planning is a country-specific venture, and not replicating the models of other countries. So, we need to consider the reality of our riverine landscape, geographical location with politically sensitive connectivity demand from the neighbours, high population, and agrarian aspect of livelihood for devising an integrated economic development plan like the Economic Corridors. The Delta Plan with its conceptual depth, investment needs and spatial vastness, by covering hotspots such as coastal areas, Barind and drought-prone areas, Haor and flood-prone areas, hilly areas, river and estuaries region and urban areas, provides an opportunity to consider it as the baseline for designing other development programmes. So, BIDA can take this advantage for developing the Economic Corridors to optimise investment outcomes.

Prioritized Measures and Financial Toolbox for Development of the East West Transport Corridor

KTH Royal Institute of Technology has evaluated the performance of the East West Transport Corridor connecting Sweden, Lithuania and with transport markets in the East, such as the Black Sea-area. The Eest West Transport Corridor Association (EWTCA) can be further developed to take on coordinating activities in relation to the future development of the Corridor. Cooperation with Governments and private sector actors within a multi-governance structure is though vital for the future. Region Blekinge is an active partner in the development of improved transport links and trading flows in an East West direction, with the port in Karlshamn as an important node for the further transport flows in the Baltic Sea Region and, in relation to the current project, with Klaipeda as the primary corresponding node. Region Blekinge is participating in the development of the East West Transport Corridor (EWTC) wherein the different activities in relation to the development project are organized. Sin...

Pre-Investment Study for the Greater Mekong Subregion East-West Economic Corridor: Trade and Investment

In the EWEC context the regional growth area model for generating trade and investment has relevance in terms of differences in skilled and unskilled labor endowments, production technologies, and natural resource endowments. Important differences occur among the EWEC member countries in production technologies and both the size and skill-levels of the labor force that cause relative labor productivity to differ across agricultural and industrial activities. The Thai sub-region of the EWEC is relatively abundant in skilled labor, while those of Savannakhet in Lao PDR and the central region of Viet Nam have a scarcity of skilled labor. The lack of skilled labor force in wood processing has prevented the growth of those types of industries in Lao PDR, while Thailand, with its highly skilled labor force in wood processing and caning, has been able to develop its wood-based manufacturing industries. In contrast, the Thai EWEC sub-region is deficient in unskilled labor and that which exists is expensive, while unskilled labor in Savannakhet and central Viet Nam is relatively abundant and inexpensive. Notwithstanding the potential for the growth of subregional trade resulting from differences in factor endowments, it is important to recognize that the EWEC is composed of fairly heterogeneous districts with subsistence-oriented patterns of production in many areas, limited access to financial capital and, with the exception of northeast Thailand, negligible foreign direct investment. The overall strategy for trade and investment in the corridor is based on a spatial model of production structures and trade. While EWEC trade will undoubtedly be motivated by the inherent differences of the geographical areas that make up the Corridor, it is equally clear that trade will be driven by the desire of businesses to exploit scale and variety gains from specialization. The influence that economic geography has on the structure of production and trade reflects the natural division of economic activities along the Corridor into two distinct areas encompassing, on the one hand, the western sub-region of the Corriodor from Mawlamyine to Phitsanulok and, on the other, the eastern sub-region from Khon Kaen to Da Nang.