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Uncovering Policy Guidance from International Agreements on Transport

Javier Morales Sarriera's picture

The transition to low-carbon buses in Mexico: It’s not (only) about the money

Alejandro Hoyos Guerrero's picture
Credit: Taís Policanti/WRI
Transitioning from diesel buses to cleaner technologies can significantly contribute to tackling air pollution in cities and reducing the carbon footprint of urban transport. As alternatives to diesel are getting more and more viable, many governments and development partners are encouraging bus operators to make the switch, mostly by offering financial incentives such as example 1 or example 2.

However, after promoting cleaner buses in Mexico for five years, we have seen firsthand that financial incentives alone are not enough. Specifically, there are three main obstacles that impede the expansion of cleaner bus fleets, and should be addressed appropriately.

New technologies and risk aversion

In general, private bus operators tend to be very risk averse when it comes to experimenting with new vehicle technologies. This is not exactly surprising: according to our own calculations from different projects in Latin America, variables related to vehicle performance—like fuel and maintenance—make up over 2/3 of costs over the life cycle of a conventional diesel bus. In that context, operators who are not familiar with the performance of new vehicle technologies can understandably perceive the transition to a cleaner fleet as a huge financial gamble.

How Donkey 'School Buses' Benefit Early Grade Children in The Gambia

Alison Marie Grimsland's picture

Rising at 7:00 am to take children to school may seem like a regular activity for many. But what about bringing ALL your community’s youngest children to school, on a donkey cart no less?
 
Every morning, children from the Sinchou Demben village in central Gambia meet Malang Demto. Stick in hand and a smile on his face, he leads them to the closest elementary school, located approximately three kilometers away. Mr. Demto is a farmer who for a little over a year has also overseen the village’s ‘school bus,’ the donkey-pulled cart he drives to Sare Babou.

Intermodal connectivity in the Western Balkans: What’s on the menu?

Romain Pison's picture
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As in most other regions, trucks reign supreme on freight transport across the Western Balkans, a region that encompasses six countries including: Albania, Bosnia and Herzegovina, Kosovo, FYR Macedonia, Montenegro, and Serbia.

The domination of road transport in the freight sector comes with several adverse consequences, including unpredictable journey times, high logistics costs, congestion, as well as high levels of pollution and greenhouse gas emissions. To address this, our team is looking at ways to redirect part of the freight traffic in the Western Balkans region away from roads, and onto more efficient, greener modes such as rail or inland waterways.

You may think we’re trying to bite off more than we can chew here. After all, even advanced economies with state-of-the-art rail infrastructure have been struggling to increase and sustain rail freight transport.

However, as evidenced by the Global Competitiveness and Logistics Performance Indexes, there is strong potential to close gaps in the quality of the Western Balkans transport systems or custom clearing processes. The region has also experienced sustained economic growth (higher, for instance, than OECD countries), while its geographic position makes it a strategic link between Western and Eastern markets, especially considering Turkey’s rail freight developments and global connectivity initiatives.

So where should we start?

The 2018 Atlas of Sustainable Development Goals: an all-new visual guide to data and development

World Bank Data Team's picture
Download PDF (30Mb) / View Online

“The World Bank is one of the world’s largest producers of development data and research. But our responsibility does not stop with making these global public goods available; we need to make them understandable to a general audience.

When both the public and policy makers share an evidence-based view of the world, real advances in social and economic development, such as achieving the Sustainable Development Goals (SDGs), become possible.” - Shanta Devarajan

We’re pleased to release the 2018 Atlas of Sustainable Development Goals. With over 180 maps and charts, the new publication shows the progress societies are making towards the 17 SDGs.

It’s filled with annotated data visualizations, which can be reproducibly built from source code and data. You can view the SDG Atlas online, download the PDF publication (30Mb), and access the data and source code behind the figures.

This Atlas would not be possible without the efforts of statisticians and data scientists working in national and international agencies around the world. It is produced in collaboration with the professionals across the World Bank’s data and research groups, and our sectoral global practices.
 

Trends and analysis for the 17 SDGs

Technology holds great promise for transport, but…

Nancy Vandycke's picture
Photo: Automobile Italia/Flickr
Not a day goes by without a new story on how technology is redefining what is possible for transport. A futuristic world of self-driving, automated cars seems closer than ever.  While the ongoing wave of innovation certainly opens up a range of exciting new possibilities, I see three enduring challenges that we need to address if we want to make sure technology can indeed help the transport sector move in the right direction:      

The focus is still on car-centric development

The race towards incredibly sophisticated and fully automated cars is well underway: companies like Google, Uber, Delphi Automotive, Bosche, Tesla, Nissan Mercedes-Benz, and Audi have already begun testing self-driving cars in real conditions.  Even those who express concern about the safety and reliability of autonomous vehicles still agree that this innovative technology is the way of the future.

But where is the true disruption? Whether you’re looking at driverless cars, electric vehicles, or car-sharing, all these breakthroughs tend to reinforce a car-centric ecosystem that came out of the industrial revolution over a hundred years ago.

Inclusive transport will be critical to women’s empowerment—and to development as a whole

Nato Kurshitashvili's picture
Also available in: Español
Also available in:  Español | العربية
Photo: WRI Brasil Cidades Sustentáveis/Flickr
Does separating women on public transport tackle the wider problem of sexual harassment and assault, or does it merely move the problem around? How can governments combat sexual harassment on public transport without segregating transport by gender? Does the employment of women in the sector contribute to designing better solutions to improve women’s personal security in public transport and enhance their mobility? Experts on both sides of the issue debated these and other questions at a recent event on “Women as Transport Users and Transport Services Providers – What Works and What Doesn’t” hosted by the World Bank’s transport team. Data reveals that while a significant share of women all over the world experience sexual harassment on public transport, often in pandemic proportions, the majority of cases goes unreported.
 
The session was conceived to explore development implications of women-only transport; highlight why laws matter for women in the transport sector; and better prepare World Bank staff to discuss these two topics with their respective clients.
 
The women-only transport concept regularly catches the media’s attention and has been debated before. Those who favor providing women with the option of gender segregated transport say it provides much-needed safety for women and facilitates their access to income-earning opportunities and various services. Those against segregation say it further reinforces gender inequalities and entrenches sexist attitudes.

Getting to zero traffic fatalities: What will it take?

Irene Portabales González's picture
Also available in: Español
Photo: Geraint Rowland
We must stop deaths on the roads. No one would argue with that, of course. But for us who live in Peru and many other developing countries, the importance of making road safety a global development priority really hits home—especially after a string of dramatic crashes that have made headlines across the country.

Last February, a bus fell to the bottom of a 200-metre ravine and left 45 dead in Arequipa, including several children. A month before, the country witnessed its deadliest traffic crash on record when a bus plunged down a cliff in Pasamayo, just north of Lima, killing some 52 people.

According to government data, 89,304 traffic crashes were reported on the Peruvian road network in 2016, with a total of 2,696 fatalities. However, the latter figure only includes deaths occurring within 24 hours of a crash, and does not account for victims who may die from their injuries later on.

The global statistics are equally concerning. The World Health Organization (WHO) shows in its Global status report on road safety 2015 that traffic crashes represent one of the main causes of death globally, and is actually the leading cause for people aged 15 to 29.

The road to sustainability: modernizing Croatia’s largest infrastructure asset

Prajakta Chitre's picture


Photo: HAC/Croatian Motorways

The state of Croatia’s road sector poses a unique challenge compared with more typical World Bank projects where road assets either need to be developed or require significant rehabilitation. If you've ever had the chance to experience Croatian roads you'll quickly realize the country has a well-developed motorway and state road network, in relatively good condition. This begs the question: how can the World Bank help improve a sector with already high-quality assets in a middle-income country like Croatia?

Three Opportunities and Three Risks of the Belt and Road Initiative

Michele Ruta's picture

The Belt and Road Initiative (BRI) is an ambitious effort to deepen regional cooperation and improve connectivity on a trans-continental scale. While the scope of the initiative is still taking shape, the BRI consists primarily of the Silk Road Economic Belt, linking China to Central and South Asia and onwards to Europe, and the New Maritime Silk Road, linking China to the nations of South East Asia, the Gulf Countries, North Africa, and on to Europe. Six other economic corridors have been identified to link other countries to the Belt and the Road.


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