The world has become relatively less poor in the last few decades. People under conditions of extreme poverty -- that is, living on less than $1.25 per day -- have declined as a proportion of the world population, from 52 percent in 1981 to 22 percent in 2008.
The other day, my colleague Roger Gorham, a transport economist working in Africa, shared with me an interesting story. He was in Lagos, meeting with stakeholders about setting up public-private partnerships for transport initiatives. One meeting revealed that, in an effort to improve service, a private entity had invested in new taxis for Lagos and in each had installed a GPS unit. This little revelation may not seem interesting, but it was very exciting to Roger, who also learned that the company has amassed more than 3 years of GPS tracking data for these taxis (which, incidentally, troll the city like perfect probes, nearly 24 hours a day, 7 days a week) and that this data could be made available to him, if he thought he might make some use of it.
Now, if you are reading this blog, chances are that you realize that with this kind of data and a little analysis, we can quickly and easily reveal powerful insights about a city’s transport network – when and where congestion occurs, average traffic volumes, key traffic generators (from taxi pick-up point data), occurrence of accidents and traffic blockages in real time, and even the estimated effects of congestion and drive cycle on fuel efficiency.
As Roger said, “They are sitting on a gold mine and don’t even know it….”
|More congestion follows more roads. Photo Copyright of The Daily Star|
Basic transport economics teaches us that changes in roadway supply have an effect on the change in traffic congestion. Additional roadways reduce the amount of time it takes travelers to make trips during congested periods. As urban areas come closer to matching capacity growth and travel growth, the travel time increase is smaller. In theory, if additional roads are the only solution used to address mobility concerns, growth in facilities has to be slightly greater than travel growth in order to maintain constant travel times.
Adding roadway at about the same rate as traffic growth will only slow the growth of congestion. But all these assume “other things equal”. No, I am not referring to “induced demand” that could potentially make the cure (road) worse than the disease (congestion). I am referring to the competence, or lack thereof, of those who design, build, and operate the facilities in the public sector.
There is a laser-like focus on the capacity of developing countries to respond effectively to the steep challenges of their Millennium Development Goals and
Ethiopian farmer, with his children, shows newly irrigated crop to extension agent.
destructive climate change. Capacity gaps are relentlessly pinpointed. Sometimes national governments themselves provide the toughest evaluations, like this one from Bangladesh's Ministry of Environment and Forest on the country's climate adaptation action program:
"...institutional capacity including human resource quality [is] weak and poor and needs substantial improvement if the challenges of climate change are to be faced squarely....A lack of awareness, both of the potential gravity and the extent of the problem as well as possible actions that could be taken, is the foremost [barrier]. This lack of awareness exists at all levels from national level policy makers to sectoral and local level officials as well as amongst civil society and the most vulnerable communities themselves...."
There are, to be sure, capacity gaps in Bangladesh and other developing countries, and identifying what and where they are is the first step in closing them. But there are also "bright spots" and, perhaps more important, underlying strengths, especially at the local level across all developing countries that can be masked by the emphasis on gaps.
- South Asia
- Middle East and North Africa
- Latin America & Caribbean
- Europe and Central Asia
- East Asia and Pacific
- Social Development
- Public Sector and Governance
- Private Sector Development
- Financial Sector
- Culture and Development
- Communities and Human Settlements
- Agriculture and Rural Development
- Climate Change
To follow up on my last entry, I'd like to highlight a few more lessions I've learned in my five years at the Bank and share some aspects of the "inner workings" of my job in development. Click here to read the introduction and the first three lessons.
Let me spell out a few more of these lessons that I've learnt as a Health Economist.
4. Don’t be “means” wise and “ends” foolish
No matter where you are along the results chain at any given time, it’s important to keep an overall perspective and stay focused to reap the payoffs at the end. This is necessary so that no input, activity or process blocks or slows down your movement along the chain. The further you go along the chain, the more compelling it becomes to cover the remaining distance. For example, having achieved a policy change for introducing new technology, hired the personnel, provided them training, straightened out logistics and supply issues, it becomes all the more necessary not to hold up supplies for some silly procurement procedure.
Reading about the financial crisis and the effects that have rippled around the world, it’s always heartening to find something positive in the midst of piles of red ink and pessimistic expectations.
Although the majority of industries and economies around the world have suffered due to the downturn, Internet traffic growth accelerated at an increasing rate in 2009 compared to 2008 with no discernible slowdown due to the crisis. According to data released by Telegeography, every single region around the globe registered growth in internet traffic, or flow of data. South Asia has registered over a 100% increase, higher than the 79% posted worldwide, although it must be noted that South Asia had a lower baseline capacity.