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Transport

Data analytics for transport planning: five lessons from the field

Tatiana Peralta Quiros's picture
Photo: Justin De La Ornellas/Flickr
When we think about what transport will look like in the future, one of the key things we know is that it will be filled and underpinned by data.

We constantly hear about the unlimited opportunities coming from the use of data. However, a looming question is yet to be answered: How do we sustainably go from data to planning? The goal of governments should not be to amass the largest amount of data, but rather “to turn data into information, and information into insight.” Those insights will help drive better planning and policy making.

Last year, as part of the Word Bank’s longstanding engagement on urban transport in Argentina, we started working with the Ministry of Transport’s Planning Department to tap the potential of data analytics for transport planning. The goal was to create a set of tools that could be deployed to collect and use data for improved transport planning.

In that context, we lead the development of a tool that derives origin-destination matrices from public transport smartcards, giving us new insight into the mobility patterns of Buenos Aires residents. The project also supported the creation of a smartphone application that collects high-resolution mobility data and can be used for citizen engagement through dynamic mobility surveys. This has helped to update the transport model in Buenos Aires city metropolitan area (AMBA).

Here are some of the lessons we learnt from that experience.

What it takes for subnational PPPs in Brazil

Grégoire Gauthier's picture
 

Brazil was one of the top five investment foreign and domestic private flows destinations for 2017. Nonetheless, foreign flows towards the country through Public Private Partnerships (PPPs) and concessions have sharply declined, from US$59.2 billion in 2012 to US$7.3 billion in 2017, according to World Bank latest  PPI Annual report.

What to do to regain the levels of 2012?

Need better maps? Take it to the crowd!

Charles Fox's picture
A detailed map of the Kibera slum in Nairobi, Kenya. Open Street Map
Amateur mappers the world over have long known that they can support global development, from the comfort of their homes, through one simple tool: OpenStreetMap (OSM). What has been less clear is how we can build this effort into the fabric of World Bank operations.

OSM has revolutionized geography. It is the ‘Wikipedia’ of mapping: anyone can edit the map by tracing features such as roads and buildings against free, high-quality satellite imagery. In contrast to other map services, the platform is entirely open:  anyone can download a layer of the roads and buildings that make up the map. It is built for the people, by the people, in all regions of the world. It epitomizes the best features of open digital collaboration: leading-edge technology made freely available to all, regardless of location. Because everyone can contribute, OSM maps are often much more complete than commercial alternatives—especially in areas that are hard to survey, such as informal settlements].

The World Bank makes frequent use of OSM for research purposes, and occasionally supports one-off initiatives to complete OSM maps in specific areas, e.g. after natural disasters (Nepal and Haiti are recent examples). But we have put less effort into nurturing the community of altruistic mapping volunteers who make OSM so special, and play a critical role in keeping the map updated over time.

A recent series of initiatives, however, is bucking that trend.
 

Urban expansion and resettlement can be a win-win for cities and communities: Case studies from five countries

Maninder Gill's picture
World Bank interview on urban expansion and resettlement

Our planet is undergoing a process of rapid urbanization, and the next few decades will see unprecedented growth in urban areas, including in urban infrastructure. Most of the growth will take place in low-and middle-income countries. The expansion and development of urban areas require the acquisition of land, which often requires physical relocation of people who own or occupy that land.

How can urban resettlement become a development opportunity for those affected by the process of urban development?

A World Bank report titled Urban Land Acquisition and Involuntary Resettlement: Linking Innovation and Local Benefits offers useful examples:

Mobility constraints undermine the potential of Haitian cities

Roger Gorham's picture
Photo: UNDP/Flickr
At about 3:30am most weekday mornings, Lovelie is by the roadside near her home in Kenscoff, Haiti, waiting for a vehicle with her produce of carrots and broccoli. With luck, a ‘camion’ with sufficient room for her and her bundles will come by soon, to take her for the 22-kilometer trip to the Croix-de-Bossales market in the center of Port-au-Prince, where she has a stall. If not, she will have to take a ‘tap-tap’, informal urban public transport similar to that found in many cities of the developing world, operated by small-scale entrepreneurs using second-hand vehicles – in Haiti’s case, imported pick-up trucks from the United States, modified to seat 14 on the flat bed, with standing room for a few more.

Lovelie prefers to pay more for a camion than take a tap-tap, because the former will take her directly to the market in 55 minutes. Tap-tap operators, to maximize revenues, limit the distance they operate to no more than 5 kilometers, so she would have to change three or four times, which is not easy with her bundles of goods. But she may not have a choice, if the camions are full by the time they get to her, as they often are.

Understanding the realities of urban transport as experienced by people like Lovelie was key for the forthcoming Haitian Urban Mobility Study and the Haiti Urbanization Review, two distinct but interdependent studies developed by the World Bank’s transport and urban development teams.

Applications open for third round of funding for collaborative data innovation projects

World Bank Data Team's picture
Photo Credit: The Crowd and The Cloud


The Global Partnership for Sustainable Development Data and the World Bank Development Data Group are pleased to announce that applications are now open for a third round of support for innovative collaborations for data production, dissemination, and use. This follows two previous rounds of funding awarded in 2017 and earlier in 2018.

This initiative is supported by the World Bank’s Trust Fund for Statistical Capacity Building (TFSCB) with financing from the United Kingdom’s Department for International Development (DFID), the Government of Korea and the Department of Foreign Affairs and Trade of Ireland.

Scaling local data and synergies with official statistics

The themes for this year’s call for proposals are scaling local data for impact, which aims to target innovations that have an established proof of concept which benefits local decision-making, and fostering synergies between the communities of non-official data and official statistics, which looks for collaborations that take advantage of the relative strengths and responsibilities of official (i.e. governmental) and non-official (e.g.,private sector, civil society, social enterprises and academia) actors in the data ecosystem.

When Island Buses Go Green

Noroarisoa Rabefaniraka's picture


Bus travel is one of the attributes that makes Fiji so unique, with its well-mannered passengers, vibrant colors, festive island music, and windows open wide to let the breeze in. Since the popularity of buses in Fiji is expected to continue for many years to come, Fijian authorities have begun to think about ways to transform the industry to make it more sustainable now and in the future.

Following its successful leadership role as president of the 2017 United Nations Climate Change Conference in Bonn, Germany, the Government of Fiji is continuing its efforts to champion low-emissions development across the Pacific region and beyond. One particularly compelling example is the government’s plan to scrap public transport buses and replace them with cleaner, more efficient fleet. The current fleet is obsolete and responsible for much of the country’s greenhouse gas emissions and air pollution. The World Bank supported the government through a preliminary study, financed by Japanese funds, QII-JIT.

Women working behind the wheels? Not everywhere – yet

Katrin Schulz's picture
Also available in: Español  | العربية



Starting this month, an estimated 9 million women will be able to get behind the wheel in Saudi Arabia after the historic announcement in September last year lifting the ban on women from driving. While international attention has often focused on the driving ban on women in Saudi Arabia, it has often missed the fact that women in several other countries are legally debarred from certain driving jobs. The World Bank’s recently released Women, Business and the Law 2018 report finds that 19 countries around the world legally restrict women from working in the transport sector in the same way as men.

Six ways Sri Lanka can attract more foreign investments

Tatiana Nenova's picture
In 2017, Foreign Direct Investment (FDI) into Sri Lanka grew to over $1,710 billion. But Sri Lanka still has ways to go to attract more FDI.
In 2017, Foreign Direct Investment (FDI) into Sri Lanka grew to over $1,710 billion. But Sri Lanka still has ways to go to attract more FDI. Credit: Shutterstock 


To facilitate Foreign Direct Investment (FDI), Sri Lanka launched last week an innovative online one-stop shop to help investors obtain all official approvals. To mark the occasion, this blog series explores different aspects of FDI in Sri Lanka. Part 1 put forth 5 Reasons Why Sri Lanka Needs FDI. Part 3 will relate how the World Bank is helping to improve Sri Lanka’s enabling environment for FDI.

Sri Lanka and foreign investments read a bit like a hit and miss story.

But it was not always the case.

Before 1983, companies like Motorola and Harris Corporation had plans to establish plants in Sri Lanka’s export processing zones. Others including Marubeni, Sony, Sanyo, Bank of Tokyo and Chase Manhattan Bank, had investments in Sri Lanka in the pipeline in the early 1980s.

All this changed when the war convulsed the country and derailed its growth. Companies left and took their foreign direct investments (FDI) with them.

Nearly a decade after the civil conflict ended in 2009, Sri Lanka is now in a very different place.

In 2017, Foreign Direct Investment (FDI) into Sri Lanka grew to over $1,710 billion including foreign loans received by companies registered with the BOI, more than doubling from the $801 million achieved the previous year.

But Sri Lanka still has ways to go to attract more FDI.
 
As a percentage of GDP, FDI currently stands at a mere 2 percent and lags behind Malaysia at 3 – 4 percent and Vietnam at 5 – 6 percent.

Thank goodness, we had an extra bridge in stock!

Malaika Becoulet's picture
Credit: Joshua Stevens/NASA Earth Observatory
On October 4, 2016, category 4 Hurricane Matthew struck the southern part of Haiti. Strong winds and rain triggered heavy flooding and landslides that resulted in 500 fatalities, along with widespread infrastructure damage and economic loss. The hurricane caused the collapse of the Ladigue Bridge, a vital asset connecting the southern peninsula of Haiti to the capital city and the rest of the country. The collapse left 1.4 million people completely isolated, making it extremely hard to deliver the aid and humanitarian assistance they needed. Overall damage and losses were equivalent to 32% of GDP, with transport accounting for almost a fifth of the total.
 
Haiti is among the countries that are most vulnerable to natural disasters including hurricanes, floods, and earthquakes—the result of a combination of factors that include high exposure to natural hazards, vulnerable infrastructure, environmental degradation, institutional fragility, and a lack of adequate investment in resilience. In Haiti, 80% of people and goods are transported by road. First aid and humanitarian resources, often concentrated in Port-au-Prince, need to transit through congested and sometimes inaccessible roads to reach affected areas. In that context, strengthening and building resilient infrastructure is key.
 
Since 2008, the World Bank has supported the reconstruction of 15 major bridges and stabilized 300 kilometers of roads to enhance the resilience of Haiti’s transport network. One of the most significant innovations that came out of this effort was the adoption of standardized emergency bridges that can be assembled within 2- 3 months from pre-designed and interchangeable components.

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