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Three factors that have made Singapore a global logistics hub

Yin Yin Lam's picture
Then vs. now: the Port of Singapore circa 1900 (left) and today (right). Photos: KITLV/Peter Garnhum

When it gained independence in 1965, Singapore was a low-income country with limited natural resources that lacked basic infrastructure, investment and jobs.

A few decades later, the picture couldn’t be more different. Singapore has become one of Asia’s wealthiest nations, due in large part to its emergence as the highest-performing logistics hub in the region (see World Bank Logistics Performance Index).

The numbers speak for themselves. Today, the small city-state is home to the world’s largest transshipment container port, linked to over 600 ports worldwide. Singapore Changi airport is voted the best internationally, and is served by about 6,800 weekly flights to 330 cities. Finally, the island nation’s trade value amounts to 3.5 times its GDP.

Singapore’s achievements did not happen by chance. They result from a combination of forward-looking public policy and extensive private sector engagement. This experience could provide some lessons to any developing country seeking to improve its logistics network. Let us look at three key factors of success.

Searching for New, Better Data to Measure GVCs

Klaus Tilmes's picture
Statistical and international development agencies are working together to try to improve and develop novel ways of measuring countries’ participation in global value chains (GVCs) in the hopes that better data equals better development outcomes.

More and better data capturing the dynamics of GVCs are needed to help governments put in place appropriate policies that support GVC integration and boost employment and productivity in agriculture, manufacturing, and services, while also improving worker well-being, social cohesion, and environmental sustainability.

Follow the moving carbon: A strategy to mitigate emissions from transport

Shomik Mehndiratta's picture


To learn more about the future of sustainable mobility, don't miss Transforming Transportation 2017 on January 12-13. Click here to watch the event live and submit your questions to our experts.

 
Transport currently accounts for 23% of energy-related carbon emissions--equivalent to 7.3 gigatons of CO2 globally in 2013—and, unfortunately, ranks among the fastest growing sources of such emissions.

If we’re serious about bucking the trend and reducing the environmental footprint of the sector, we first need to understand where transport emissions come from, and how they will evolve. If you take out the 1 GT of CO2 emissions released by the aviation and maritime industry for international transport, about 6 GT of transport emissions are classified as “domestically generated.” Today, the share of domestically generated emissions is split pretty much evenly between developed and developing countries: high-income OECD countries account for about 3 GT, while non-OECD countries are responsible for another 3 GT.

However, under a business-as-usual scenario, this breakdown is expected to change dramatically. Without bold action to make transport greener, emissions from emerging markets are poised to grow threefold by 2050, and would then make some 75% of the global total. Domestically generated emissions from OECD countries, in comparison, should rise by a more modest 17%.

The share of each mode in overall transport emissions also differs depending on which part of the world you’re looking at: while 2/3 of emissions in OECD countries are from cars, freight and particularly trucking is currently more important in the context of emerging markets.  Trucks actually generate over 40% of transport emissions in China, India Latin America and Africa.

TCdata360: Filling Gaps in Open Trade and Competitiveness Data

Klaus Tilmes's picture
The World Bank Group just launched a new open data platform for trade and competitiveness – TCdata360. Try it today and share your visuals on Twitter with the hashtag #TCdata360.

Open data – statistics that are accessible to all at little or no cost – is a critical component of global development and the World Bank Group’s twin goals of ending poverty and boosting shared prosperity. How can we measure progress towards our objectives without a method of tracking how far we’ve come?

How will Bangladesh reach higher levels of prosperity?

Sanjay Kathuria's picture
Bangladesh has now joined the ranks of a lower middle-income country. But the next phase of growth and poverty reduction is harder. Credit: World Bank

There is no doubt that Bangladesh is a modern day success story—a far cry from Henry Kissinger’s label of a “basket case.” Its growth has been steady, even impressive in the context of feeble global growth, and it has now joined the ranks of a lower middle-income country. Its poverty reduction record is even more impressive, with over 20.5 million people escaping poverty between 1991 and 2010.  

But the next phase of growth and poverty reduction becomes harder, since the more obvious sources of growth have largely been exploited.

Year in Review: 2016 in 12 Charts (and a video)

Tariq Khokhar's picture

Between the social, political, and economic upheavals affecting our lives, and the violence and forced displacement making headlines, you’d be forgiven for feeling gloomy about 2016. A look at the data reveals some of the challenges we face but also the progress we’ve made toward a more peaceful, prosperous, and sustainable future. Here are 12 charts that help tell the stories of the year.

1.The number of refugees in the world increased.

At the start of 2016, 65 million people had been forcibly displaced from their homes, up from 60 million the year before. More than 21 million were classified as refugees. Outside of Sub-Saharan Africa, most refugees live in cities and towns, where they seek safety, better access to services, and job opportunities. A recent report on the "Forcibly Displaced" offers a new perspective on the role of development in helping refugees, internally displaced persons and host communities, working together with humanitarian partners. Among the initiatives is new financial assistance for countries such as Lebanon and Jordan that host large numbers of refugees.


Much More to Competitiveness than Real Exchange Rates

Gonzalo Varela's picture
Policymakers often associate competitiveness with real exchange rates. Not too long ago, firms in Southern European countries attributed their difficulties to compete in global markets with a strong Euro. Worldwide, a lot has been discussed on the implications of an undervalued yuan on the chances of competing with Chinese firms. Also a few years back, Brazil’s finance minister argued that an ‘international currency war’ had broken out, as governments around the globe competed to lower their exchange rates to boost competitiveness.

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