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.
As governments debate labor market regulations — a highly controversial topic, sometimes for ideological reasons — it is vital to base decisions on empirical evidence. Thus, a welcome addition to the debate is the work of Gordon Betcherman — a Professor in the School of International Development and Global Studies, University of Ottawa — who contends that the key challenge for policy makers is to avoid the extremes of over- and under-regulation.
Labor regulations are important to protect workers and create good jobs, though many critics contend that such policies undercut job creation. The best ways design and implement them may remain a source of debate, but research in the World Bank's 2013 World Development Report on Jobs shows that these regulations don't have much impact on employment, and can even prevent worker abuse and inadequate working conditions.
As the job market in the Middle East and North Africa (MENA) region becomes increasingly global and competitive, young people with varying degrees of training and education find themselves struggling to find work. With half its population of 355 million under the age of 25, MENA has the second youngest regional population in the world after sub-Saharan Africa. If this social, economic, and academic malaise continues, a high proportion of the MENA region’s youth will be unable to leave home, get married, and develop independent lives.
In many economies of the Balkans high formal unemployment is often blamed on insufficient skills in the labor force. But this intuitive diagnosis glosses over two fundamental questions, namely: why are workers not training themselves to find jobs, and why aren’t firms investing in upgrading the skills of their employees? In other words, the market seems to be failing by not allocating resources where high returns can be found. In this blog post, we cast doubt on the diagnosis and look beyond the skills gap explanation to high unemployment in the Western Balkans. But this is not unique to the Balkans. Take the US construction industry, which is among the most productive in the world even though it employs many relatively low skilled workers, often immigrants from Mexico and other Latin American countries, who improved their individual productivity several fold by migrating – not upgrading skills.
There is no doubt about the problem as throughout the region unemployment – particularly formal – remains unacceptably high. Serbia is a case in point: Out of a population of 7.2 million people and a workforce of 4.5 million, only 710,000 Serbians have a formal, private sector job. If you add some 380,000 ‘sole proprietors’ – basically people who run mini-shops – you get to around 1.1 million people in the formal private sector. That means that the livelihood of the whole country is built around this 15 percent of the population. Can it really be that firms are still not able to find sufficiently skilled employees in the large remaining pool, especially given that Serbia has decent education results? If finding skilled workers in Serbia is like looking for needles in a haystack, there are surely a lot of needles to be found.
Buy a leather case for your wife’s smartphone on Amazon, select shipping from China with an estimated delivery time of 4-6 weeks, and then be pleasantly surprised when it turns up on your Virginia doorstep in 11 days. The marvels of the modern age – of technology, globalization, and shrinking distances.
Where does South Asia stand on export delivery? Figure 1 illustrates that compared to other economic units around the globe, it is a lot more difficult to trade with(in) SAFTA (South Asia Free Trade Agreement). It also shows that bureaucratic hurdles and the time it takes to trade go hand-in-hand. While the region does relatively well on trade with Europe or East Asia, intra-South Asian trade has remained low and costly. It costs South Asian countries more to trade with their immediate neighbors, compared to their costs to trade with distant Brazil (see below)! In fact, it is cheaper for South Asian countries to export to anywhere else in the world than to export to each other (Figure 3). In other words, South Asia has converted its proximity into a handicap.
It is well known that transit-oriented development, or ToD, is a high-value complement to mass transit development. Compact, mixed-use, high density development around key mass transit stations can have the dual benefits of creating a ridership base that enhances the economic and financial viability of the mass transit investment and compounding the accessibility benefits a mass transit system can bring to a city’s residents. This is not to mention the intrinsic value in creating vibrant social gathering places for communities at strategic locations.
- transport integration
- mutlimodal transport
- transport planning
- urban planning
- land use
- transport policy
- transit-oriented development
- Urban Development
- Public Sector and Governance
- Law and Regulation
- Latin America & Caribbean
- East Asia and Pacific
- United States
- South Africa
- Hong Kong SAR, China
And that is precisely one of the main topics that we discussed at the International Transport Forum in Leipzig during a session on Integrating Transport Networks for Sustainable Growth and Development. The panel also included Morocco’s Vice-Minister of Transport; the Head of Transport from the Latin America Development Bank (CAF), and the CEO and Chairman of the Management Board of Deutsche Bahn AG.
The first unexpected development happened when the moderator showed up with a fifteen-minute delay, having been trapped… in a Deutsche Bahn train stopped on the tracks between Berlin and Leipzig following an unfortunate encounter between a bulldozer and a catenary cable. To be fair, the incident had little to do with the quality of the railway service and was quickly resolved. That is what resilient transport is about.
Would you be more willing to pay taxes if you didn’t have to spend hours doing it, or if you see that money being used in the right way? Well, you are not alone.
Armenians, like people around the world, feel the same. According to the recently conducted Tax Perception Survey in the country, easier tax compliance and more visible link between taxes paid and public services received was found to be particularly important.
Between 66 percent and 75 percent of respondents said they would be more willing to pay more taxes if the procedures were easy and less time-consuming, if they saw more useful social and other public services, or if they saw less corruption.
Over 95 percent of respondents felt the tax burden is heavy or very heavy, while almost 50 percent reported that evading tax payments was not justified under any circumstances.
About 57 percent noted that high taxes or desperate financial situations were the main reasons for avoiding or evading tax payments.
The data unveiled by the latest Tax Perception Survey, carried out with USAID support and World Bank Group technical assistance covered around 1,500 households and 400 business taxpayers. The analysis strengthened the need to modernize the tax system, which has remained a major challenge for Armenia. Despite Armenia’s ranking as 37th in Doing Business, the taxation system, at 103rd on the list, still requires a lot of work.
To be sure, there have been some improvements to the system in the past few years. They include the introduction of electronic filing of tax returns, e-government applications, risk-based audit principles, and taxpayer service centers and appeal system. These achievements contributed to increasing the tax to GDP ratio from 19.5 percent in 2010 to 22.8 percent in 2013.
But much remains to be done to further streamline and simplify tax procedures, modernize the tax administration, and enact a tax code.