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What does Big Data have to do with an owl?

Nak Moon Sung's picture
This is the story of an owl, but not any owl. This owl is from Seoul and it came into existence thanks to Big Data. How come, you may ask? Well, read on to find out.
 Meet your new friend: the owl bus

Officials in Seoul had long searched for a transport system for low-income workers who commute late at night. Although a taxi ride was an option, it was a very pricey one, particularly for a commute on a regular basis. Low-income workers do not make enough money to take a taxi regularly, and taxi fares are considerably higher at night. Furthermore, since low-income workers tend to live on the outskirts of the city, taxi drivers often are reluctant to go there mainly for distance and security reasons. 

These were some of the big challenges faced by policy makers in Seoul, a city regarded as a champion of public transportation. So what to do?

Part of the solution was the analysis and utilization of Big Data to come up with a suitable mode of transport that would serve the specific needs of late-night workers. The result was the creation of the “owl bus,” which operates late into the night until five o’clock in the morning.

In this context, Big Data has a considerable potential application in the transport sector, and for infrastructure development in general. In fact, World Bank and Korean officials will discuss on Tuesday, May 28 the theme “Leveraging Information Communication Technologies (ICT) in transport for greener growth and smarter development.”

A simple technology with great impact on road safety

Nak Moon Sung's picture
Most of us have probably heard about black boxes, particularly when they relate to airplane crashes. But what about black boxes for cars?

Originally, black boxes in airplanes perform routine gathering and storing of data on all airplane operations during fly time. In the event of a specific accident or crash, the log data can be analyzed to determine or clarify the causes of an incident.
An example of black box

A black box for cars is a video recording device with an acceleration sensor and a GPS receiver module. It can record any situation happening in front of a vehicle and store the information in the form of digital images into a built-in memory card. A vehicle’s black box is not a newly developed technology, but an application of existing video-recording technologies for the purpose of increasing road safety. This simple technology also has played a crucial role in solving or clarifying causes related to traffic crashes. Above all, the black box for vehicles has resulted in a decrease of traffic crashes, thus saving lives.

In South Korea, for example, taxi drivers first installed vehicles’ black boxes back in 2008. Since then, vehicle black boxes have been rapidly adopted by taxis throughout the country, under the sponsorship of local governments and insurance companies.

Does political risk deter FDI from emerging markets?

Laura Gómez-Mera's picture

Investors touring a factory in Canada. Source - Province of British Columbia“Ask anyone you meet on the street whether political risk has risen in the last few years, and you’d likely get a convincing yes,” a high official from Canada’s Export Development Center recently wrote.
Investors have always worried about the political landscape in host markets. But it’s true. Concerns over political risk are on the rise.
The most recent EIU’s Global Business Barometer shows that the proportion of executives that identified political risk as one of their main concerns increased from 36 percent in 2013 to 42 percent in 2014. MIGA’s Political Risk Survey tells a similar story: 20 percent of investors identified political risk as the most important constraint on Foreign Direct Investment (FDI) in developing economies. Indeed, according to risk management firm AON, political risk is now tenth on the list of main risks facing organizations today and is likely to rise in the ranking in the next few years.
With FDI from emerging markets also on the rise, are the concerns of these investors any different?

Now is the time to strengthen disaster risk reduction in East Asia and the Pacific

Axel van Trotsenburg's picture
In PDF: Korean | Khmer

Every time I learn of another natural disaster – the people killed and injured, homes destroyed, livelihoods lost – I know we must act to reduce the tragic impact instead of waiting for the next disaster strikes.

We have that chance with this year’s World Conference on Disaster Risk Reduction in Sendai, which seeks to finalize the successor to the Hyogo Framework for Action (HFA2) that guides policymakers and international stakeholders in managing disaster risk. The conference is an opportunity to set new milestones in disaster risk reduction and fighting poverty.

The cost of natural disasters already is high – 2.5 million people and $4 trillion lost over the past 30 years with a corresponding blow to development efforts.

In Asia, rapid urbanization combined with poor planning dramatically increases the exposure of cities, particularly those along densely populated coasts and river basins. Typhoon Haiyan, which killed more than 7,350 people in the Philippines in 2013, directly contributed to a 1.2 percent rise in poverty.

Road crashes have more impact on poverty than you probably thought

Nak Moon Sung's picture
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.

Despite expectations, cities in East Asia are becoming denser

Chandan Deuskar's picture
When we think of urban expansion in the 21st century, we often think of ‘sprawl’, a term that calls to mind low-density, car-oriented suburban growth, perhaps made up of single-family homes. Past studies have suggested that historically, cities around the world are becoming less dense as they grow, which has prompted worries about the environmental impacts of excess land consumption and automobile dependency. A widely cited rule of thumb is that as the population of a city doubles, its built area triples. But our new study on urban expansion in East Asia has yielded some surprising findings that are making us rethink this assumption of declining urban densities everywhere.

Tracking Urbanization: How big data can drive policies to make cities work for the poor

Axel van Trotsenburg's picture

Every minute, dozens of people in East Asia move from the countryside to the city.
The massive population shift is creating some of the world’s biggest mega-cities including Tokyo, Shanghai, Jakarta, Seoul and Manila, as well as hundreds of medium and smaller urban areas.

This transformation touches on every aspect of life and livelihoods, from access to clean water to high-speed trains that transport millions of people in and out of cities during rush hour each weekday.

There is No Middle Income Trap

Ha Minh Nguyen's picture

Concerns about the so-called “middle-income trap” have recently emerged among many middle-income countries, particularly after the term was coined in 2007 by two World Bank economists.  Worried that they may become “trapped” at the middle-income level, these countries are seeking a set of policies that can help them achieve strong and sustained growth and eventually help them join the league of high-income countries.

 In our recent paper, we try to shed some light on both issues. First, we do not find that countries are trapped at middle income. “Escapees” – countries that escaped the middle-income trap and obtained a per capita income higher than 50% of the U.S. level – tend to grow fast and consistently to high income, and do not stagnate at any point as a middle-income trap theory would suggest. In contrast, “non-escapees” tend to have low growth at all levels of income. In other words, while the existence of a middle income trap implies that growth rates systematically slow down as countries reach middle-income status, no such systematic slowdown is apparent in the data. Second, we provide some descriptive and econometric evidence for a different set of “fundamentals” that enable middle-income countries to grow faster than their peers. We find that faster transformation to industry, low inflation, stronger exports, and reduced inequality are associated with stronger growth.

Ten observations about 1-to-1 educational computing efforts around the world

Michael Trucano's picture
I do not fear computers,  I fear the lack of them
I do not fear computers,  I fear the lack of them

This year's Global Symposium on ICT use in education in Gyeongju, Korea focused on "Transforming Education with 1:1 Computing: Learning from Practical Experiences in Providing Students with Their Own Individual Computing Devices".

Many countries are investing enormous amounts of resources and effort to increase the availability of information and communication technologies (ICTs) across their education systems. So-called "1-to-1 computing" initiatives are increasingly prominent as part of such efforts. In some places these are important components of larger educational reform processes that seek to enable and support teaching and learning processes in ways both mundane and profound, traditional and (to adopt a common related buzzword) transformative. In other places these are largely 'hardware dumps', dropping in lots of shiny new devices with little attention to how to integrate them into teaching and learning practices. Common to both circumstances is often an intense belief that 'change' of some sort is necessary if students are to be able to thrive in increasingly technology-saturated, and technology-determined, global economies and societies. While the vision behind many large-scale 1-to-1 educational computing projects may be rather hazy or muddled, they do represent potent symbols for change in many countries. Even if the end goals are not always clearly defined, these efforts are in part a reflection of the belief, as proclaimed by one participant at this year global symposium, that "the status quo is more dangerous than the unknown".

To help set the stage for the discussions that were to follow, I opened the first session at this year's global symposium on ICT use in education by sharing a short series of general, broad observations about trends and lessons from 1-to-1 educational computing efforts around the world. In case they might be of any interest or utility to a wider audience, I thought I would share them here on the EduTech blog. These comments are not meant to be comprehensive in scope, nor are they meant to be focused (like so much of the research and rhetoric around 1-to-1 easily available on the Internet) on the experiences and realities of what 1-to-1 currently looks like in 'highly developed' countries (especially the United States).


Trends and Lessons from
1-to-1 Educational Computing Efforts Around the World:
Ten observations

A Ranking of Adult Workers and Their Skills

Stefano Scarpetta's picture

Elementary school, Gimhae, Korea. Photo: Flickr/65817306@N00 (Jens-Olaf Walter)

In the world’s richest countries, those with greater inequality in skills proficiency also have higher income inequality, according to the first OECD Survey of Adult Skills (also known as PIAAC), which measures the skills of 16-65 year-olds across 24 countries. The survey includes assessments of adult reading, numeracy, and place in the digital divide. The OECD's Stefano Scarpetta (Director of Employment, Labour and Social Affairs) tell us that this is the first ever comprehensive survey of the actual competencies of OECD adult workers.