Integrated modal fares, which allow riders to access multiple forms of transit (such as trains or buses) using a single ticket or card, is an important poverty alleviation tool. This innovation is especially critical to low-income transit users that might be unable to afford the sum of multiple fares on their way to jobs, schools, health clinics or other facilities.
A wide range of local governments around the world have introduced integrated modal fares as a way to reduce the burden on low-income users. But the design of these systems requires a very thorough analysis of the urban transport modes being integrated. Bad design may foster inefficiency and lead to huge subsidies that the government, and ultimately the taxpayer, must pay for.
Here are some tips on how to prepare for the design and implementation of integrated fare schemes:
The Latin America and the Caribbean region is crying out for infrastructure improvements. An investment estimated at 5 percent of the region’s GDP — or US$250 billion per year — is required to develop projects that are fundamental for economic development. This includes not only improving highways, ports and bridges, but also building hospitals and creating better transport, public transit and other mobility solutions for smarter cities. Rising demand for infrastructure also is prompting countries to redouble efforts to attract greater private investment
Governments in the Latin America and the Caribbean region not only lack financing to address the infrastructure gap, but also face challenges in selecting the appropriate large infrastructure projects, planning the projects, managing and maintaining infrastructure assets — and gaining public support for private investment in public infrastructure.
However, PPPs are gaining ground in Latin America and the Caribbean. Beyond the larger economies of Brazil, Colombia and Mexico, assistance from the MIF and the Inter-American Development Bank (IDB) has enabled countries such as Paraguay to develop laws that pave the way for PPP projects. Just this week, Paraguay announced its first such project, which involves an investment of US$350 million to improve and build more than 150 kilometers of roads.
PPPs have been moving beyond classic interventions in public infrastructure, which have typically included roads, railways, power generation, and water- and waste-treatment facilities. The next wave of PPPs increasingly involves and provides social infrastructure: schools, hospitals and health services. In Brazil, IFC, the private sector arm of the World Bank Group, helped create the Hospital do Subúrbio, the country’s first PPP in health, which has dramatically improved emergency hospital services for one million people in the capital of the state of Bahia.
Modeled 2012 population in Guatemala at a spatial resolution of 100 m2
People are at the center of all development work: whether we act to prevent and address disasters, protect vulnerable communities, finance projects in infrastructure, education or health, our ultimate goal is always to serve people. Being able to identify, understand and locate beneficiaries as accurately as possible is an essential first step in that process, and the only way to make sure we provide services to those who need it most with maximum impact.
Inside the World Bank, the number of people passionate about using spatial data for development speaks to the relevance of spatial datasets in supporting critical decision making. In an effort to use spatial data more strategically, we recently conducted an informal poll among several Bank units and some partner institutions to find out what types of spatial data are most relevant to development professionals.
This survey found that the spatial distribution of the population was a key data layer needed by Bank staff. The results of the survey showed that that while national level data are useful, subnational detail on administrative boundaries, trade & transport infrastructure, population distribution and socio-economic data down to the city level are just as critical to the majority of respondents.
There was cause for celebration at the State of Rio de Janeiro’s Office of Women’s Affairs last week. The office had just launched a new program that provides support and legal assistance to survivors of gender-based violence, which was covered by a wide range of media and commemorated by a visit from senior World Bank leadership to Brazil.
Our team is currently visiting Rio to help with activities for this new program, called “Via Lilas.” Rio’s government has a lot to cheer about; the program is both innovative and significant. Its primary component is a system of electronic kiosks, placed at stations along Supervia suburban rail lines, which contain helpful information about how women can seek support for gender-based violence.
The placement of these kiosks is strategic; the Supervia provides some of the poorest communities in the region access to jobs and services.
The rail service connects downtown Rio de Janeiro to the periphery in this sprawling metropolitan area of more than 4,500 square kilometers and 12 million people. Outlying parts of the metropolitan area, such as the community of Japeri, can be more than two hours by train to Rio’s Central station.
The “Via Lilas” kiosks will be placed at high-profile locations along the Supervia system, providing easy information access to the approximately 700,000 passengers who use the rail network each day.
If you thought Indian women would shy away from working in that traditionally male preserve - the formidable public transport system - think again. Young women in Chandigarh are daring to turn stereotypes on their head by signing up in large numbers to work as bus conductors! And that too on regular public buses, not just on female-only ‘ladies specials’.
The Economic Community of West African States (ECOWAS) is making some real progress in regional integration. After decade-long negotiations, it has just launched its own Common External Tariff (CET), and now a final proposal for an Economic Partnership Agreement (EPA) with the European Union is also on the table.
However, vast differences in opinion remain regarding the likely effects of these reforms. In Nigeria—a key player in the region— debate is currently lively as to whether the country should sign the EPA, with some local stakeholders wary of the proposed reduction in trade protection.
Noting these concerns, the World Bank Group recently shed more light on the anatomy of these trade shocks. By analyzing detailed trade and firm data in a simple short-term framework, we were able to pick up details that are important determinants of how the reforms might play out—even in the longer run. The full reports can be found here, along with a non-technical policy note.
As traffic congestion continues growing in urban areas, more and more cities have realized that investment priority should be given to public transport modes, such as metro trains, bus rapid transit systems (BRT) or buses, instead of personal vehicles. Simply put, public transport modes are more efficient than personal vehicles in terms of carrying and moving people around. However, international experiences also tell us that building more metro lines or putting more buses on the road alone may not be able to get more people to use public transport modes.
There are several non-transport factors, or urban design factors, that play a critical role in a traveler’s decision on their best travel mode.
The first critical factor is density. As illustrated in a famous study done by Alain Bertaud, a former World Bank staff, density is the primary reason why 30 percent of daily trips are carried out by public transport in Barcelona, but only four percent in Atlanta. Barcelona is about 30 times denser than Atlanta, so it is therefore much easier to provide same level of public transport services in Barcelona than Atlanta.
One lesser-known factor is accessibility. Just having a high population density may not guarantee more people to use public transport.
This post is also available in Frenchand Spanish. “I’ve seen some of the highest performance bicycles in the world, but I believe the most powerful bicycle is the one in the hands of a girl fighting for her education, or a mother striving to feed her family.” - F.K. Day, Founder of World Bicycle Relief
The rainbow jersey, Giro d’Italia, Tour de France, or Vuelta a Espana—that’s what usually comes to mind when we think of cycling. However, elite cycling is only one small spoke of a much larger wheel.
By some estimates, there are already more than two billion bikes in use around the world. By 2050, that number could be as high as five billion. Over 50 percent of the human population knows how to ride a bike. In China, 37.2 percent of the population use bicycles. In Belgium and Switzerland, 48 percent of the population rides. In Japan, it is 57 percent, and in Finland it’s 60 percent. The Netherlands holds the record as the nation with the most bicycles per capita. Cyclists also abound in Norway, Sweden, Germany, and Denmark. The Danish capital, Copenhagen, is considered the most bicycle-friendly city in the world. It’s known as the “City of Cyclists,” where 52 percent of the population uses a bike for the daily commute. Bicyclist commuters are generally healthier than those who drive motor vehicles to work. They also remain unaffected by OPEC decisions about crude oil production or the price per barrel.
Due to the size of China’s population, and the need for bicycle transportation, statistics on the country’s bikeshare program are staggering. In a database maintained by Russell Neddin and Paul DeMaio, more than 400,000 bikeshare bikes are used in dozens of cities on the Chinese mainland, and the vast majority of those bikes have been in operation since 2012. There are an estimated 822,000 bikeshare bikes in operation around the world. China, therefore, has more bikeshare bikes than all other countries combined. The country with the next-highest number of bikes is France, which has just 45,000.
Road crashes are becoming a global health crisis and, as such, require comprehensive measures to prevent them, including a better understanding of the social impacts of road-related deaths and injuries.
Several indicators aim to illustrate the impact of traffic crashes. The most common ones are the number of fatalities and injuries. Globally some 1.3 million people die on the road every year and up to 50 million suffer injuries. And overall economic costs of road crashes range from 2-5 percent of GDP in many countries. These economic costs provide a basis for transport safety improvement projects such as hazard location treatments, road audits, school zones and other preventive measures.
It is important, however, to turn our eyes on the impact of road crashes at the household level. The impact on a family in losing a loved one is enormous, both in terms of emotional trauma and/or loss of income or caused disability, especially when many poor countries do not have strong enough safety nets for victims of road crashes. The impact of road crashes is less understood, and lack of strong data or evidence on these is a challenge in many countries.
If a member of a family is involved in a road crash, what kind of changes are likely to occur in that particular family? If the head of household or breadwinner is killed or severely injured, the impact to that household can be devastating. There are scarcely plausible surveys that show the effects of road crashes on households because it is presumably difficult to trace victims of road crashes.