In late 2011, as part of our Institutions Taking Root (ITR) series, my colleagues and I visited some of the most remote villages in Timor-Leste to seek feedback from citizens on the performance of the Ministry of Health (MoH) and the Ministry of Social Solidarity (MSS).
The responses of citizens we met on the trip – many of whom were living on less than $1.25 per day and scarcely had any interaction with government – were intriguing.
Evidence-informed policymaking is gaining importance in several African countries. Networks of researchers and policymakers in Malawi, Uganda, Cameroon, South Africa, Kenya, Ghana, Benin and Zimbabwe are working assiduously to ensure credible evidence reaches government officials in time and are also building the capacity of policymakers to use the evidence effectively. The Africa Evidence Network (AEN) is one such body working with governments in South Africa and Malawi. It held its first colloquium in November 2014 in Johannesburg.
Africa Evidence Network, the beginning
A network of over 300 policymakers, researchers and practitioners, AEN is now emerging as a regional body in its own right. The network began in December 2012 with a meeting of 20 African representatives at 3ie’s Dhaka Colloquium of Systematic Reviews in International Development.
In the last ten years, China’s public procurement market has grown tenfold reaching an estimated $270 billion in 2013. Such significant growth has made the improvement of the public procurement system an imperative for the Chinese Government.
In the context of China’s commitment to enhance its procurement system, it is also seeking to accede the World Trade Organization’s Government Procurement Agreement (WTO GPA). As China looks to necessary procurement reforms, the World Bank has partnered with the Ministry of Finance to support these efforts, which have the potential to have transformational impact.
In 2010-14, we were facing a challenging task: develop a new approach to increase institutional and leadership capacity in Tajikistan’s public sector, including internal capability to initiate reforms.
in a way that would fit with the country context?
If you are familiar with the Western part of the former Soviet Union and have never been to Tajikistan, you are in for a surprise. The differences with countries such as Ukraine or Georgia are staggering. To put things in the global perspective, The country suffered a civil war that lasted five years (1992-1997), resulted in massive internal displacement and decimated civil service. Despite establishing formal governing institutions after the war, institutional capacity remains weak.
When a country’s statistical capacity improves and policy makers use accurate statistics to inform their decisions, this results in better development policy design and outcomes. In this regard, the Statistical Capacity Indicator (SCI) serves as an essential monitoring and tracking tool, as well as helps National Statistics Offices (NSOs) worldwide to address a country’s gaps in their capabilities to collect, produce, and use data.
The Statistical Capacity Indicator’s Global Reach
Since 2004, the SCI continues to assess the capacity of a developing country’s ability to adhere to international statistical standards and methods, whether or not its activities are in line with internationally recommend periodicity, and whether the data are available in a timely fashion.
To this end, there are 25 indicators that annually monitor and “grade” a country’s statistical capacity progress and thus form the basis for the overall SCI score calculation.
While NSOs are the main users of the SCI score, the World Bank Group, international development agencies, and donor countries also refer to the SCI score for their own evaluation and monitoring purposes.
To maintain current growth rates and meet demands for infrastructure, developing countries will require an additional investment of at least an estimated US$1 trillion a year through 2020. In the Mashreq countries, the required infrastructure investment for electricity alone is estimated at US$ 130 billion by 2020, and an additional US$108 billion by 2030.
Merely eight days after being sworn in, the newly elected Indian Minister for Rural Development, Mr. Gopinath Munde, died in a tragic car crash. While the nation grieves at the passing of an immensely popular and celebrated leader, politicians and the public got a reality check on the seriousness of the road safety epidemic prevalent in the country today.
The irony of the event was that a day before the incident, both authors of this post met with the Joint Secretary and Executive Officers of the Ministry of Rural Development to discuss improvements to road safety under the existing World Bank-funded Rural Roads project. This news is a stark reminder for the government and the Bank alike that a lot remains to be accomplished if we are to achieve a sustainable reduction in road deaths in India.
The Minister’s death added to the alarming list of fatalities that make India’s roads among the most dangerous in the world. Official statistics say around 140,000 people in the country die of such preventable crashes every year and health reports suggest even more. Simply put, 10% of the world’s road deaths take place on India’s roads – which account for less than 3% of the world’s vehicles! In light of those figures, India urgently needs to take comprehensive action to make its roads safer.
From “filling deficits” to “working politically”
When most people talk about capacity, they actually mean either “stuff” – resources and equipment – or hard skills in some technical discipline. This is the obvious starting point: without proper medical facilities or trained staff, how can a local health clinic do its job? Which is probably why so many capacity building programs try to fill deficits by giving stuff and providing technical training. But often the real problems confronting service providers have nothing to do with what's available in a tangible or technical sense – this might be a symptom, but it's not the root of the problem. So what do we then do in terms of thinking about capacity?
Within that regional context, Brazil, often on the frontline and seen as an example by many on the development agenda, lags behind in road safety, especially when compared to nations with similar socioeconomic characteristics. Recently, the federal and state governments have started to take concrete action in an effort to stop the carnage on their roads, and a recent seminar on road safety in Sao Paulo gives some reasons to believe that Brazil is indeed moving in the right direction.
In this context, and to better assist countries achieve safer and cleaner mobility, the World Bank, in partnership with the Institute for Health Metrics and Evaluation (IHME), has issued a new report: Transport for Health: The Global Burden of Disease from Motorized Road Transport. The IHME is the home of the Global Burden of Disease study, widely considered among the preeminent global health metrics publications.
The Transport for Health report, for the first time, quantifies the global health loss from injuries and air pollution that can be attributed to motorized road transport. The results are stark and call for immediate action: deaths from road transport exceed those from HIV, tuberculosis, or malaria; together, road injuries and pollution from vehicles contribute to six of the top 10 causes of death globally. Moreover, road injuries are among the top-10 causes of death among women of childbearing age and the fourth leading cause among women aged 15-29.