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Learning from Data-Driven Delivery

Aleem Walji's picture

Given confusion around the phrase “science of delivery,” it’s important to state that delivery science is not a “one-size-fits-all” prescription based on the premise that what works somewhere can work anywhere. And it does not profess that research and evidence ensure a certain outcome.
 
A few weeks ago, the World Bank and the Korea Development Institute convened a global conference on the science of delivery. Several development institutions assembled including the Gates Foundation, the Grameen Foundation, UNICEF, the Dartmouth Center for Health Care Delivery Science, and the mHealth Alliance. We discussed development opportunities and challenges when focusing on the extremely poor, including experiments in health care, how technology is reducing costs and increasing effectiveness, and the difficulty of moving from successful pilots to delivery at scale.
 
The consensus in Seoul was that a science of delivery underscores the importance of a data-driven and rigorous process to understand what works, under what conditions, why, and how. Too often in international development, we jump to conclusions without understanding counterfactuals and assume we can replicate success without understanding its constituent elements.

Oil Price Subsidies—How Are Developing Countries Adjusting to $100 Oil?

Masami Kojima's picture


A cup of coffee in Caracas costs almost 200 times a liter of gasoline. Households in Turkey paid 74 times more than their Egyptian counterparts for bottled cooking gas in early 2013. The price differences across countries for gasoline and diesel are even larger, as much as 250-fold for diesel.

West Bank Check-Points Damage Economy, Illustrate High Cost of Trade Barriers

Massimiliano Calì's picture

Qalandia Check-point. Source - www.flickr.com/photos/37276375@N08/4910258986/in/photolist-8tUmVG-8unY9k-7YfgzGConflict is a major cause of poverty in the developing world today. In addition to endangering lives, conflict disrupts the functioning of an economy in many ways. It destroys infrastructure, prevents children from going to school, and closes factories. A little-studied economic impact is conflict’s tendency to restrict the mobility of goods and labor within and across borders. These restrictions are caused both by insecurity associated with the conflict and by explicit barriers that constrain the mobility of people and goods. Our recent World Bank study measures the harm such barriers have caused the economy of the West Bank by limiting mobility in the Israeli-Palestinian conflict.

Can Transport Continue to Drive Development in the Face of Carbon and Resource Constraints?

Andreas Kopp's picture

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Transport drives development: It leads agricultural producers out of subsistence by linking them to markets, enables regions and nations to become more competitive, and makes cities more productive.  But transport is also a big polluter, contributing 20 percent of global energy-related CO2 emissions.  These emissions have grown by 1.7 percent annually since 2000, with 60 percent of the increase in non-OECD countries where economic growth has been accompanied by a surge in demand for individual motor vehicles.

Are attempts to change this trend bad for development? Recent historical experience tells us otherwise. Countries with the lowest emissions per passenger-km are the ‘development miracles’ of recent decades: Japan, Korea, Singapore, and Hong Kong are all champions in transport fuel-efficiency.

So what would a low-emission future look like? Some see rapid improvements in engine technology as the path to de-carbonization. (Source: IEA) The IPCC, however, finds that technical breakthroughs such as mass affordability of fuel cell cars are unlikely to arrive soon. If so, emission reductions will have to be achieved by a modal change, emphasizing mass transit, railways, and inland water transport rather than individual motorization and aviation.

Mexico City Traffic: Open Data to Avoid Traffic Jams

María Catalina Ochoa's picture

tráfico-méxico-DF
When people go out in Mexico City, they never know when or how they will reach their destination.

When no information, maps or tools exist to plan transit routes, people do not have the option to decide whether to pay more when they are in a hurry or to walk less when it rains.

Why Does Cargo Sit So Long In African Ports? Not Just Poor Infrastructure… Poor Incentives

Gael Raballand's picture

Container ship in Durban. Source - flickr.com/photos/royluck/A major factor holding back African development is the time it takes to transport goods within the continent. Though road conditions are poor in much of Sub-Saharan Africa, research has shown that ports are major contributors to transport delays: Cargo traveling from a port to a city in a landlocked Sub-Saharan African country generally spends more of its time (75 percent) at the port than on the road. Cargo spends nearly three weeks on average in Sub-Saharan African ports, compared to under a week in large ports in Asia, Europe and Latin America. This has hurt the region’s economies and deterred the development of value-added industries that rely on time-sensitive supply chains.

The Development of Secondary Cities in South Asia

Judy Deng's picture

On the second day of the three day regional workshop on affordable land and housing in Thimphu, Bhutan, country representatives continued to share policies and projects that their countries have devised and implemented and with that, the ideas that have or have not worked. One common theme was the interest in the development of secondary cities either around the periphery of rapidly urbanizing growth centers or as growth nodes strategically located along infrastructure such as regional transportation networks to create a ‘system of cities’. These growth centers often present a wealth of opportunities for the poor who flock to the cities from villages with the aspirations of a better life. However, this influx often strains the city’s services and infrastructure at an unsustainable rate.

Improving Connectivity for Landlocked Developing Countries: Preparing the comprehensive 10-year review of the Almaty Programme of Action

Nora Weisskopf's picture

Connecting Economists to Networks

Jean-François Arvis's picture

Consider an image: hubs and spokes sprawling across a map. At the Bank, we work in many fields that could be portrayed this way – finance, trade, transportation, infrastructure or urban and regional development. The position of a country, a city or a bank in its network is vital to explaining its individual economic performance. The property of the network as a whole is also important to understanding the resilience of the system and its parts to shocks or contagion effects.
 
In May, the Bank’s Trade Department and the IMF’s research department brought together, for the first time, a group of experts on various types of networks. The objective was to find out what the "science of networks" can tell us about the practice of international and development economics. The group included network planners from the private sectors, regulators, economists and physicists.

Blogger’s Swan Song

Shanta Devarajan's picture
This will be my last post on Africa Can.  Having recently started a new adventure as Chief Economist of the World Bank’s Middle East and North Africa (MENA) region, I will be blogging on that region’s issues in the MENA blog as well as starting a more general blog (tentatively titled “Economics to end poverty”) with some of my fellow bloggers.  It has been a privilege to moderate Africa Can, and I want to thank our readers for the stimulating, lively and frank discussions, as well as for having made this the most popular blog at the Bank.


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