Building beautiful, interactive charts is becoming easier nowadays in R, especially with open source packages such as plot.ly, ggplot2 and leaflet. But behind the scenes, there is an often untold, gruesome part of creating data visualizations -- downloading, cleaning, and processing data into the correct format.
Data360r is a nifty R wrapper for the TCdata360 API, where R users ranging from beginners to experts can easily download trade and competitiveness data, metadata, and resources found in TCdata360 using single-line R functions.
The most recent World Bank Commodity Markets Outlook forecasts commodities prices to level off next year after big gains for industrial commodities—energy and metals—in 2017. Commodity prices appear to be stabilizing after a boom that peaked in 2011, albeit at a higher average level than pre-boom.
Energy commodity prices increased more than 3 percent in October, a fourth consecutive monthly gain, led by a strengthening in oil, according to the World Bank’s Pink Sheet.
Agriculture prices edged lower in the month, as raw materials declined, notably natural rubber, which tumbled 12 percent. Food and beverage prices changed little. Fertilizer prices climbed over 5 percent, helped by a 12 percent jump in urea.
I first met Saman in the early 1990s in Delhi. Over the years, our paths diverged. When I re-engaged on South Asia, I ran into Saman again. We re-connected instantly, despite the long intervening period. This was easy to do with Saman—soft-spoken, affable, a gentleman to the core. He bore his considerable knowledge lightly.
Despite his premature passing away in June 2017, he left a rich and varied legacy behind him. I will confine myself to discussing his insights on regional cooperation in South Asia, based on his public writings and my interactions with him.
Saman was a champion of deeper economic linkages within South Asia. He was also pragmatic.
Along with a few other regional champions, Saman, as the head of the Institute of Policy Studies in Colombo, helped to kick-start the “South Asian Economic Summit”, or SAES, in Colombo in 2008, to provide a high-profile forum for dialogue on topical issues, especially South Asian regional integration. It is remarkable that the SAES has endured, without any gap. The fact that the policy and academic fraternity meet with unfailing regularity, despite on-and-off political tensions in the region, is testimony to its value.
Saman repeatedly stressed that Sri Lanka has been able to reap benefits from the India-Sri Lanka FTA (ISFTA), contrary to the general belief. His arguments were powerful: the import-export ratio for Sri Lanka improved from 10.3 in 2000 (the start of the ISFTA) to 6.6 in 2015; about 70 percent of Sri Lanka’s exports to India get duty-free access under the FTA, but less than 10 percent of Sri Lanka’s imports from India come under the FTA (since India provided “special and differential treatment” to Sri Lanka).
Some might call it an existential question. Some may be surprised that the answer is not clear. When it comes to sustainable mobility initiatives and stakeholders, who is who, and who does what? Addressing these questions is a key pre-requisite to the transformation of the transport sector and the realization of the Sustainable Development Goals.
From public transport agencies to car companies and ride-sharing platforms, clean fuel advocates, maritime transport groups, and electric vehicle proponents, a dizzying array of sector-specific initiatives have emerged over the last few years. Newer city-specific coalitions, such as the C40 Cities Climate Leadership Group and the Compact of Mayors, have played a critical role in relaying these concerns at the local level. However, global initiatives have been the ones that have seen the most impressive growth. Also in the mix are globally minded, from UN entities to smaller NGOS, as well as region-specific organizations such as regional development banks.
What’s the solution to untangling this web of stakeholders? Over the past six months, the World Bank, with support from the World Economic Forum, has mapped out major transport initiatives and organizations as comprehensively and systematically as possible.
It is easy enough to find data on flows of foreign direct investment (FDI). There are also plenty of anecdotes out there that purportedly encapsulate what businesses worldwide are thinking. It is far more difficult, however, to establish rigorous connections between global investment trends and individual investment decisions by international companies. In the World Bank Group’s newly published Global Investment Competitiveness Report 2017–2018, our team does just this, combining new survey data, rigorous econometric analysis, and extensive literature reviews to reveal what is going on behind the headline numbers.
Economic growth is a key concern for economists, political leaders, and the broader population.
But how confident are we that the available data on economic activity paints an accurate picture of a country’s performance?
Measuring Gross Domestic Product (GDP), the most standard measure of economic activity, is especially challenging in developing countries, where the informal sector is large and institutional constraints can be severe.
In addition, many countries only provide GDP measures annually and at the national level. Not surprisingly, GDP growth estimates are often met with skepticism.
New technologies offer an opportunity to strengthen economic measurement. Evening luminosity observed from satellites has been shown to be a good proxy for economic activity.
As shown in Figure 1, there is a strong correlation between nightlight intensity and GDP levels in South Asia: the higher the nightlight intensity on the horizontal axis, the stronger the economic activity on the vertical axis.
However, measuring nightlight is challenging and comes with a few caveats. Clouds, moonlight, and radiance from the sun can affect measurement accuracy, which then requires filtering and standardizing.
On the other hand, nighlight data has a lot advantages like being available in high-frequency and with a very high spatial resolution. In the latest edition of South Asia Economic Focus, we use variations in nightlight intensity to analyze economic trends and illustrate how this data can help predict GDP over time and across space.
If a trade economist were abruptly woken up by somebody shouting, “preferential trade agreements” (PTAs), their first thought is likely to be “trade creation among participants and trade diversion away from those left out.” That is a measure of the influence of Jacob Viner’s classic book The Customs Union Issue on the profession, on the policy debate and on our attitude towards PTAs.
Brexit and the renegotiation of NAFTA have renewed interest in the impact of trade agreements and the consequences of undoing them. In a recent paper, Mattoo, Mulabdic and Ruta (2017) and column (VOXEU), we use new information on the content of PTAs to examine their trade effects.
This blog is part of a series exploring new sources of competitiveness in Bangladesh
Did you know that Bangladesh is the 2nd largest non-EU exporter of bicycles to the EU and the 8th largest exporter overall?
Bicycles are the largest export of Bangladesh’s engineering sector, contributing about 12 percent of engineering exports.
This performance is in large part due to the high anti-dumping duty imposed by the EU against China.
Recently, the EU Parliament and the Council agreed on EU Commission’s proposal on a new methodology for calculating anti-dumping on imports from countries with significant market distortions or pervasive state influence on the economy.
This decision could mean that the 48.5 percent anti-dumping duty for Chinese bicycles may not end in 2018 as originally intended. China is disputing the EU’s dumping rules at the World Trade Organization.
As the global bicycle market is expected to grow to $34.9 billion by 2022, Bangladesh has an opportunity to diversify its exports beyond readymade garments. Presently, Bangladesh is the 2nd largest non-EU exporter of bicycles to the EU and the 8th largest exporter overall.
However, if the EU anti-dumping duty against China is reduced or lifted after 2018, Bangladesh’s price edge might be eroded.
Two years ago, we started counting how many Sri Lankan agencies were involved in trade facilitation processes such as issuing permits and managing the movement of goods in and out of the country. We counted at least 22 agencies in this assessment, and today, the Department of Commerce estimates that number at least 34 agencies are involved in issuing permits or publishing regulations that affect trade.
However, the trading community reports a lack of transparency, confusion around rules and regulations, poor coordination between various ministries and a dearth of critical infrastructure—you can see why trade has suffered in Sri Lanka.
When the World Bank evaluates a country’s performance in critical rankings like Doing Business, the ease of trading across borders is one of the benchmarks we consider. In this, and in other lists like the Logistics Performance Index, Sri Lanka is underperforming compared with its potential. Here, the average trade transaction involves over 30 different parties with different objectives, incentives, competence and constituencies they answer to, and up to 200 data elements, many of which are repeated multiple times. This environment constrains the growth of Sri Lanka’s private sector, especially SMEs.
But now for the good news. By ratifying the World Trade Organisation Trade Facilitation Agreement, Sri Lanka has signalled its determination to intensify reform efforts.