ESCAP Repository (United Nations ESCAP)
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Strengthening transport connectivity between the Republic of Korea and Europe through the UNESCAP Eurasian transport corridors
Get PDFConnectivity between Asia and Europe is still mainly dominated by sea routes even though overland transport connections are shorter in terms of distance and twice faster compared to sea freight. This is the result of limitation in efficiency of road and railway transport due, in large part, to complex border-crossing facilities, non-harmonized procedures or different technical standards between countries along the Corridors, as well as lack of transiting traffic rights granted to foreign transporters. Hence, there is still room for improvement, notably on inter and intra-regional connectivity between the Korean Peninsula to Europe through the Eurasian Transport Corridors.
In line with ESCAP’s objective to strengthen the intra- and inter-regional transport connectivity, the secretariat undertook a study project on “Strengthening Connectivity between the Korean Peninsula and Europe through the Eurasian Transport Corridors”. The study aims at identifying main transport routes connecting the Republic of Korea and Europe through the Eurasian Transport Corridors, assessment of infrastructure network quality and operational status, including missing links and operational gaps along the corridors; as well as developing policy recommendations including institutional options to enhance the effectiveness and efficiency of international transport and logistics connectivity along the corridors. The study findings are published in the study report
Closing the gap : empowerment and inclusion in Asia and the Pacific
No full textEquality lies at the heart of the 2030 Agenda for Sustainable Development and its ambition to leave no one behind. This report, prepared as the theme study for the 75th Commission Session, gages recent progress towards equality in three key outcomes: education, full-time employment and income.
Covering the past ten years, the report assesses whether women, rural populations, persons with disabilities and other disadvantaged groups have fallen further behind, been included in overall national development gains, or empowered to catch up with outcome levels of more privileged groups.
The report builds its narrative on quantifying progress in inclusion and empowerment by measuring how gaps between disadvantaged and advantaged groups have changed over time. It finds encouraging signs of empowerment in education, but such developments are often eclipsed by less widespread improvements in full-time employment. The picture that transpires is one where disadvantaged groups, in several countries, have benefited from broader economic growth and societal progress, while advantaged groups have been in the driver’s seat. With slow progress towards equality, the story of a dual speed region is more than anecdotal
Using smart transport technologies to mitigate greenhouse gas emissions from the transport sector in Asia
Get PDFThe transport sector plays a fundamental role in the social and economic development of society. A life without access to modern transport services is next to impossible today. Almost every human activity is linked to the transport sector: connecting students to schools and universities, workers to their workplaces, consumers to sellers or enabling participation in social and leisure activities, to name a few. As the sector is primarily powered by fossil fuels, it is responsible for environmental externalities such as greenhouse gas emissions.
In 2016, the transport sector was responsible for 25 per cent of global carbon dioxide emissions, an increase of 71 per cent over 1990 levels, with transport by road responsible for 75 per cent of transport emissions. Apart from greenhouse gas emissions, it also contributes to traffic congestion, noise pollution and road crashes. Rapid economic growth in the Asia-Pacific region in recent decades has resulted in a corresponding rise in motorization and consequently, an increase in the ownership of motorized two- and four-wheeler vehicles, in particular in urban centres. Cities in the Asia-Pacific region are responsible for 75 per cent of the region's greenhouse gas emissions, which is set to increase because of rapid urbanization. In the absence of integrated transport planning and against the backdrop of rising income levels, privately owned motorized two-, and four-wheelers have become the preferred choice for daily transport in many cities in the region. This has put a strain on urban transport infrastructure, which in some cases has shown that it has been unable to keep pace with the increase in private vehicles.
Traffic jams are a daily occurrence in most major cities of the region, presenting policymakers with the challenge of meeting the growing transport needs of city dwellers, while reducing the carbon footprint of the transport sector. As part of efforts towards achieving low-carbon mobility, policymakers are considering a mix of technology improvements and policy measures, such as improving vehicle technology and efficiency; promoting a modal shift from private to public transport and non-motorized transport; and reducing individual travel demand through congestion pricing. Technology plays an important role in the process, as advances in information communications technologies (ICT) have resulted in increased deployment of them in the transport sector. Smart transport systems, including intelligent transport systems, is the umbrella term, which embraces a range of technology applications that integrate drivers, vehicles and transport infrastructure in a way that improves overall transport efficiency. The Economic and Social Commission for Asia and the Pacific (ESCAP) has defined intelligent transport systems within the scope of the 2030 Agenda for Sustainable Development and the diverse nature of smart transport technologies: "Intelligent transport systems are an agglomeration of diverse technologies that enhance the sustainability of transport systems in a safer, smarter and greener way."
Because of various advantages to address traffic issues, improve transport efficiency and reduce greenhouse gas emissions, smart transport systems have been adopted for many years around the world. The Asia-Pacific region is not an exception, although the advances in deploying smart transport technologies, in general, are relatively slow and fragmented among countries in the region. Social and environmental needs of such technologies are quite simple; they increase traffic efficiency and safety, thereby mitigating associated negative externalities to society.
Unlike previous studies about smart transport systems, this study was triggered by some fundamental questions: (a) What is the status of nationally determined contributions with regard to the transport sector in the region? (b) Do smart transport systems, including traditional and emerging ones, generate positive benefits to the environment? (c) To what extent can smart transport systems positively affect the environment by focusing on their potential to mitigate greenhouse gas emissions? (d) From the subregional perspective, what are the tangible benefits of smart transport systems in terms of mitigating greenhouse gas emissions? and (e) To what extent can smart transport systems contribute to nationally determined contributions in the region?</p
Combating COVID-19 in Asia and the Pacific : measures, lessons and the way forward
Get PDFGovernments in the Asia-Pacific region are taking administrative and policy actions to cope with COVID-19 pandemic and its adverse impacts. Most countries and territories have adopted travel restrictions and social distancing policies to slow the spread of the disease. While many countries have rolled out fiscal and monetary stimulus packages, their scale and policy focus differ depending on their national circumstances, implementation capacities and how severely they have been affected by COVID-19 disease. In going forward, the region needs to invest in health and social protection systems and embed long-term sustainability into stimulus packages and recovery policies in order to strengthen resilience to future shocks. Policy coordination across countries is critical to ensure that no one is left behind
Selected issues in cross-border e-commerce development in Asia and the Pacific
Get PDFThe fascination of all actors – government, the public, business – with the digital economy is easily understood as one looks at the dynamics of its growth. Some studies estimate that the digital economy is worth $11.5 trillion globally, equivalent to 15.5 per cent of global gross domestic product (GDP), and it has grown two and a half times faster than global GDP over the past 15 years. A core part of the digital economy is e-commerce.
This report focuses on a few selected issues related to the development of cross-border e-commerce which should be of interest to Asia-Pacific policymakers, consumers and business alike. These include issues related to an overview of evolving nature and scale; governance from the national to the multilateral level; logistics; and de minimis values. Each one of these topics is reviewed based on available literature and data, and inferences are made with respect to policy implications for developing countries in the region.
The scope of cross-border e-commerce includes trade in goods and trade in services. Given the complexities of definitions and measurements related to cross-border e-commerce, the focus of this report is on cross-border e-commerce involving goods rather than services. It is, however, recognized that services in general, and especially services traded digitally, are increasingly important for developing countries and deserve further studies
Digital and sustainable trade facilitation in United Nations Special Programme for the Economic and Central Asia (SPECA) : report 2019
No full textBased on United Nations Global Survey on Digital and Sustainable Trade FacilitationThe UN Global Survey on Digital and Sustainable Trade Facilitation 2019 reveals that the average implementation of a common set of 31 trade facilitation and paperless trade measures by SPECA countries stands at 54%, slightly lower than the Asia-Pacific regional average of 59.7%. Within the region, SPECA countries implementation levels come after Australia and New Zealand, East and North-East Asia, South-East Asia, North and Central Asia and South and South West Asia.
The overall implementation levels of SPECA countries are quite different in regard to the specific country. Azerbaijan achieves high implementation rates of over 80%. Compared to the regional average, Kazakhstan and Uzbekistan have as well higher implementation rates, standing at 67% and 62% respectively. Afghanistan is the country with the lowest Implementation rate, standing at only 23% followed by Kyrgyzstan standing at 38%.
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Examining women's economic empowerment in SPECA countries
Get PDFThe United Nations Special Programme for the Economies of Central Asia (SPECA) was launched in 1998 to strengthen subregional cooperation in Central Asia and its integration into the world economy. The countries of SPECA are Afghanistan, Azerbaijan, Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan.
At the heart of women’s empowerment is the need to address gender inequalities in the context of decent work and full and productive employment. The creation of an enabling environment in the SPECA countries for women’s economic empowerment to flourish is not without its challenges. Against the backdrop of an uneven distribution of wealth, these economies are transitioning from agriculture to manufacturing and service-based work, increasingly in an urban environment. Despite relatively high human development indicators and economic growth in the SPECA countries, unpaid labour continues to characterise women’s work. Furthermore, discriminatory social institutions and norms obstruct realisation of women’s economic rights and opportunities.
Therefore, innovative solutions are required to empower women economically to be agents of change in their families and communities. The Beijing Declaration and Platform for Action, and the 2030 Agenda for Sustainable Development have created a visionary blueprint for Governments to address these barriers. Building on this momentum, this report seeks to present a comprehensive analysis of key challenges and opportunities for women’s economic empowerment in the SPECA region, with a view to identify strategic policy recommendations towards the realisation of an inclusive, prosperous and sustainable future for all
Asia and the Pacific renewable energy status report 2019
No full textThe Asia and the Pacific Renewable Energy Status Report is produced in cooperation with the Renewable Energy Policy Network for the 21st Century (REN21) and the Asian Development Bank (ADB). The report was launched on 22 October 2019 as a key input to the 8th International Renewable Energy Conference Seoul 2019 (Seoul 2019).
This inaugural Asia and the Pacific Renewable Energy Status Report provides a comprehensive overview of renewable energy developments in the world's largest and fastest growing region. The report covered 18 selected countries across five sub-regions:
Northeast Asia (China, Japan, Mongolia, the Republic of Korea);
Central Asia (Georgia, Kazakhstan, Uzbekistan);
South Asia (Bangladesh, India, Pakistan, Sri Lanka);
Southeast Asia (Indonesia, Myanmar, the Philippines, Thailand, Viet Nam) and
The Pacific (Fiji, Tonga).
The report builds on the success and lessons learned in producing the Renewables Global Status Report and other REN21 regional status reports, to inform on the current status of renewable energy in the region, focusing on those countries where data is currently available
An update on the preferential trade agreements of Asia-Pacific economies
Get PDF- The Asia-Pacific region continues to be the major contributor to the worldwide build-up of Preferential Trade Agreements (PTAs). Looking at the stock of PTAs with at least one party being from this region, we count 171 trade agreements in force, 16 signed and pending ratification, and 96 under negotiations (as of August 2019).
- PTAs tend to go beyond the liberalization of trade in goods. Agreements covering both goods and services account for 49% of all enforced PTAs in the region.
- Bilateral PTAs account for approximately 80% of all PTAs in force. In terms of geographical coverage, 49% of all Asia-Pacific PTAs in force are with economies outside the region, reinforcing the open regionalism of Asia-Pacific economies.
- Between January 2017 and August 2019, 20 new PTAs were signed which had at least one member from the Asia-Pacific region. Of these, 7 were signed in 2017, 10 were signed in 2018 and 3 were signed in 2019.
- The number of newly signed PTAs in the region doubled between 2015-2016 and 2017-2018. The continuing rise of protectionism globally may provide further impetus to new PTAs in the region. In fact, negotiations of 14 new intra-regional PTA initiatives and 18 extra-regional PTA initiatives have commenced since January 2017.
- Several PTAs signed since 2017 are notable. These include the Comprehensive and Progressive Agreement for Trans-Pacific Partnership (CPTPP), the Pacific Agreement on Closer Economic Relations (PACER) Plus and the Japan-European Union (EU) PTA. Another notable PTA, the Regional Comprehensive Economic Partnership (RCEP), is still under negotiation