This report presents a summary of the projected global economic growth for 2014. Global growth is projected to accelerate at a greater rate in 2014 than the previous year.
... انظر المزيد + Much of the initial acceleration reflects a pick-up in high-income country growth, which after years of extreme weakness and outright recessions, appear to be finally emerging from the global financial crisis. Although developing country growth in 2013 was relatively weak, it has been improving, partly reflecting strengthening growth in high-income countries, but also a recovery from earlier weakness in large middle-income countries, such as India and China. However, prospects will be sensitive to market reactions to quantitative easing withdrawal. On a positive note, strengthening trade is expected to be a bolstering factor.
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The demand for accountability in aid-for-trade is increasing but monitoring has focused on case studies and impressionistic narratives. The paper reviews recent evidence from a wide range of studies, recognizing that a multiplicity of approaches is needed to learn what works and what does not.
... انظر المزيد + The review concludes that there is some support for the emphasis on reducing trade costs through investments in hard infrastructure (like ports and roads) and soft infrastructure (like customs). But failure to implement complementary reform -- especially the introduction of competition in transport services -- may erode the benefits of these investments. Direct support to exporters does seem to lead to diversification across products and destinations, but it is not yet clear that these benefits are durable. In general, it is difficult to rely on cross-country studies to direct aid-for-trade. More rigorous impact evaluation is an underutilized alternative, but situations of clinical interventions in trade are rare and adverse incentives (because of agency problems) and costs (because of the small size of project) are a hurdle in implementation.
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The Northern Corridor, connecting East Africa to the World through the port of Mombasa, is one of the oldest corridor authorities in Africa, as it was established in 1985.
... انظر المزيد + Throughout its years of existence, it has been a source of ideas and knowledge that contributed to the thinking on trade facilitation. To a large extent, it is the birthplace of the concept of corridor transport observatory, and through successive models and revisions, it helped shape what transport observatories are. Transport Observatories emerged as the result of the efforts made over the years to address the specific challenges faced by landlocked developing countries. Most of these countries rely heavily on overseas markets as outlets for their productions and as source for their imports, but for that, they must transit through a coastal country. They are at a disadvantage when it comes to competing on equal terms with other economies for integrating into the world market. The handicaps attached to that remoteness are well known and many: a longer time to import or export, a time rarely predictable, higher costs, with sometimes a double toll when input into production must also be imported. Moreover, little can be done by the landlocked countries alone to improve the conditions of crossing transit countries. Indeed, transit trade flows may even be considered as a nuisance or even a threat when similar economies are competing for similar markets.
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Vietnam has achieved sustained economic growth, primarily driven by a rapidly expanding labor force and a shift in economic activity away from low-productivity subsistence agriculture toward the higher-productivity manufacturing and services sectors.
... انظر المزيد + However, the country's socioeconomic success is now facing both short- and long-term challenges. Over the longer term, Vietnam is faced with the challenge that its main drivers of past growth are being depleted and need to be replaced by intra-sectoral productivity improvements. More efficient transport and logistics can play a significant role in increasing productivity. Competitiveness enhancements can better position Vietnam to benefit from global demand, to better serve domestic markets, to attract investment, and to generate quality jobs. This publication highlights opportunities to make freight itineraries more reliable, to make roads safer and more conducive to high-volume commercial use, to increase port sector efficiencies, and to better integrate barges, trucks, warehouses, and gateways. It also proposes interventions and policies that can address both short-term and long-term challenges. This work is divided into four detailed chapters: 1) overview, 2) Vietnam's current situation, 3) freight stakeholder challenges and opportunities, and 4) issues screening and list of actionable recommendations.
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In Vietnam, sustained high rates of growth in gross domestic product (GDP) averaging 7.2 percent per year over the past 20 years have resulted in higher demand for freight transport.
... انظر المزيد + As Vietnam looks to continue on a path of sustained economic growth, it faces the challenge of better aligning demand and supply of logistics services and improving the overall efficiency of its freight transport system. Given the existence of capacity constraints in the country's road network and the increasingly costly environmental impact of road use for freight movements, it is desirable for Vietnam to develop and maintain viable, competitive alternatives to road freight transport. A more intense use of waterborne freight transport can be a particularly effective way of both promoting growth and reducing emissions. The report has three objectives. The first is to identify targeted policy and infrastructure interventions in inland waterway transport (IWT) and coastal shipping that can enhance the competitiveness and environmental sustainability characteristics of Vietnam's freight transport system. The second objective of the report is to estimate the economic benefits and costs associated with the interventions identified, and to use that information to produce a prioritized list of evaluated recommendations for implementation. Finally, the report seeks to inform interested stakeholders, including public sector authorities, the shipper and carrier community, donors, academia, and the general public about the current status, composition, and key challenges and opportunities facing Vietnam's domestic waterborne transport sector. The report's scope comprises the three most important sources of freight activity in Vietnam, namely, road, IWT, and coastal shipping transportation. This report is structured as follows: chapter one gives introduction; chapter two gives stock taking of current developments and expected trends in IWT and coastal shipping from the perspective of market demand; and market supply is discussed in chapter three. Chapter four assesses, on an indicative basis, the environmental implications of transport trends. Chapter five defines and assesses the main bottlenecks impacting the development of inland and coastal waterborne transport. A preliminary strategy for developing IWT and coastal shipping is presented in chapter six. A set of specific IWT and coastal shipping interventions informed by the latter analysis, are developed and evaluated in chapter seven.
رؤية أقل ـ
In Vietnam, sustained high rates of growth in gross domestic product (GDP) averaging 7.2 percent per year over the past 20 years have resulted in higher demand for freight transport.
... انظر المزيد + As Vietnam looks to continue on a path of sustained economic growth, it faces the challenge of better aligning demand and supply of logistics services and improving the overall efficiency of its freight transport system. Given the existence of capacity constraints in the country's road network and the increasingly costly environmental impact of road use for freight movements, it is desirable for Vietnam to develop and maintain viable, competitive alternatives to road freight transport. A more intense use of waterborne freight transport can be a particularly effective way of both promoting growth and reducing emissions. The report has three objectives. The first is to identify targeted policy and infrastructure interventions in inland waterway transport (IWT) and coastal shipping that can enhance the competitiveness and environmental sustainability characteristics of Vietnam's freight transport system. The second objective of the report is to estimate the economic benefits and costs associated with the interventions identified, and to use that information to produce a prioritized list of evaluated recommendations for implementation. Finally, the report seeks to inform interested stakeholders, including public sector authorities, the shipper and carrier community, donors, academia, and the general public about the current status, composition, and key challenges and opportunities facing Vietnam's domestic waterborne transport sector. The report's scope comprises the three most important sources of freight activity in Vietnam, namely, road, IWT, and coastal shipping transportation. This report is structured as follows: chapter one gives introduction; chapter two gives stock taking of current developments and expected trends in IWT and coastal shipping from the perspective of market demand; and market supply is discussed in chapter three. Chapter four assesses, on an indicative basis, the environmental implications of transport trends. Chapter five defines and assesses the main bottlenecks impacting the development of inland and coastal waterborne transport. A preliminary strategy for developing IWT and coastal shipping is presented in chapter six. A set of specific IWT and coastal shipping interventions informed by the latter analysis, are developed and evaluated in chapter seven.
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It is argued that compared with large countries, small countries rely more on trade and therefore they are more likely to adopt liberal trading policies.
... انظر المزيد + The present paper extends this idea beyond the conventional trade openness measures by analyzing the relationship between country size and the number of documents required to export and import, a measure of trade facilitation. Three important results follow. First, trade facilitation does improve as country size becomes smaller; that is, small countries perform better than large countries in terms of trade facilitation. Second, the relationship between country size and trade facilitation is nonlinear, much stronger for the relatively small than the large countries. Third, contrary to what existing studies might suggest, the relationship between country size and trade facilitation does not appear to be driven by the fact that small countries trade more as a proportion of their gross domestic product than the large countries.
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This paper presents a technical efficiency analysis of container ports in Latin America and the Caribbean using an input-oriented stochastic frontier model.
... انظر المزيد + A 10-year panel is employed with data on container throughput, port terminal area, length of berths, and number of cranes available in 67 ports. The model has three innovations with respect to the available literature: (i) it treats ship-to-shore gantry cranes and mobile cranes separately, in order to account for the higher productivity of the former; (ii) a binary variable is introduced for ports using ships' cranes, treated as an additional source of port productivity; and (iii) a binary variable is used for ports operating as transshipment hubs. The associated parameters are highly significant in the production function. The results show an improvement in the average technical efficiency of ports in the Latin America and the Caribbean region from 36 percent to 50 percent between 1999 and 2009; the best-performing port in 2009 achieved a technical efficiency of 94 percent with respect to the frontier. The paper also studies possible determinants of port technical efficiency, such as ownership, corruption, terminal purpose, income per capita, and location. The results reveal positive, but weak, associations between technical efficiency with landlord ports and with lower corruption levels; stronger results are observed between technical efficiency with specialized container terminals and with average income.
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ورقة عمل خاصة ببحوث السياسات WPS6680 OCT 01, 2013
Sarriera, Javier Morales; Araya, Gonzalo; Serebrisky, Tomas; Briceno-Garmendia, Cecilia M.; Schwartz, Jordan
Indonesia is the world largest archipelagic country consisting of more than 17,000 islands spread over more than 5,000 kilometers from west to east.
... انظر المزيد + The land area is 1,860,360 km² and the sea area 5,800,000 km² with a total of 81,000 km of coastal line. The population is more than 237 million (2010). The population density is 124 inhabitants per km². The population is very uneven distributed over the islands. Java has 58 percent of the population with only 7 percent of the total area. The population density in Java is 1,055 inhabitants per km². Maluku and Papua and Kalimantan have much lesser population densities with 11 and 25 inhabitants per km², respectively. The geographical nature of Indonesia with its many islands and the uneven distribution of the population put enormous challenges in developing infrastructure and tackling regional disparities. Lack of infrastructure has hampered the effort to develop and realize the national and regional economic potentials. The organization of an efficient logistics system is a crucial factor in the socio-economic development of Indonesia. The objective of the state of logistics Indonesia 2013 is to provide a status update of logistics performance in Indonesia. In addition, specific information is provided on logistics cases.
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ورقة عمل 80871 SEP 04, 2013
Bahagia, Ir. Senator Nur; Sandee, Henry; Meeuws, Rene الإنجليزية
Despite joining the Association of Southeast Asian Nations (ASEAN) club relatively late in 1999, and then the World Trade Organization in 2004, Cambodia has made great strides since then in promoting trade with its neighbors and raising its economic growth rate, estimated to come in this year at a healthy 7.2 percent.
... انظر المزيد + In order to accelerate the country's economic leap forward, and reduce poverty levels, the Royal Government of Cambodia has decided on a major push for export growth, with ambitious targets for exporting Cambodia's large rice surplus, and for becoming better integrated into value-added regional supply chains. Cambodia's Logistics Performance Index (LPI) ranking, as measured by the World Bank, has improved in the past few years, but it still ranks a lowly 101 out of 155 countries, compared to Vietnam at 53 and Thailand at 38. There are numerous reasons for Cambodia's poor logistics performance, but the main challenges lie in two main areas: first, in a lack of transparency in fees, often informal, that serve to hide the true costs, making logistics expensive and transported goods less competitive; and second, a lack of integration of logistics services with neighboring countries, also leading to higher costs, lack of capacity, and delays. If the government shows courage and urgency in promoting a more sophisticated and cost effective logistics system, Cambodia will be much better placed to make the most of the opportunities that abound in terms of boosting trade, and of joining the ranks of rapidly growing middle income countries in the region.
رؤية أقل ـ
Cambodia has made great strides in promoting trade with its neighbors and raising its annual gross domestic product (GDP) growth rate to an impressive 7.3 percent in 2012; and this despite joining the Association of Southeast Asian Nations (ASEAN) club relatively late in 1999, and then the World Trade Organization in 2004.
... انظر المزيد + Cambodia's Logistics Performance Index (LPI) ranking, as measured by the World Bank, has improved in the past few years, but it still ranks below its neighbors at 101 out of 155 countries, compared with Vietnam at 53 and Thailand at 38. This means that Cambodia's farmers and manufacturers encounter greater difficulties in moving goods to markets; exporters face challenges in supplying overseas customers and integrating into regional production networks; and the cost of moving cargoes is higher than in neighboring countries. The main challenges lie in two main areas: first, in a lack of transparency in fees, often informal, that serve to hide the true costs, making logistics expensive and transported goods less competitive; and second, a lack of integration of logistics services with neighboring countries, also leading to higher costs, lack of capacity and delays. The Government realizes the importance of logistics for Cambodia's development, and has identified logistics as one of the four key pillars of the new 5-year rectangular strategy. Once the Government starts to promote a more sophisticated and cost effective logistics system, Cambodia will be much better placed to make the most of the opportunities that abound in terms of boosting trade, and of joining the ranks of rapidly growing middle-income countries in the region.
رؤية أقل ـ
Indonesia is the world largest archipelagic country consisting of more than 17,000 islands spread over more than 5,000 kilometers from west to east.
... انظر المزيد + The land area is 1,860,360 km² and the sea area 5,800,000 km² with a total of 81,000 km of coastal line. The population is more than 237 million (2010). The population density is 124 inhabitants per km². The population is very uneven distributed over the islands. Java has 58 percent of the population with only 7 percent of the total area. The population density in Java is 1,055 inhabitants per km². Maluku and Papua and Kalimantan have much lesser population densities with 11 and 25 inhabitants per km², respectively. The geographical nature of Indonesia with its many islands and the uneven distribution of the population put enormous challenges in developing infrastructure and tackling regional disparities. Lack of infrastructure has hampered the effort to develop and realize the national and regional economic potentials. The organization of an efficient logistics system is a crucial factor in the socio-economic development of Indonesia. The objective of the state of logistics Indonesia 2013 is to provide a status update of logistics performance in Indonesia. In addition, specific information is provided on logistics cases.
رؤية أقل ـ
ورقة عمل 80871 JUL 17, 2013
Bahagia, Ir. Senator Nur; Sandee, Henry; Meeuws, Rene الإنجليزية
The Port of Cotonou is of primary importance to economic growth and diversification in Benin. Furthermore, given its key geographic location as a port serving Niger and other land-locked countries to its north, and its proximity to Nigeria and Lagos, the Port of Cotonou is an important regional port.
... انظر المزيد + Over 80 percent of all goods entering the Port of Cotonou are destined for final delivery outside of Benin. Niger and Nigeria account for about 90 percent of Cotonou's transit and re-export traffic, with Nigeria accounting for the bulk of this traffic, most of it informal. As such, the economic impact of the Port of Cotonou on economic activity, job creation and livelihoods is vastly larger than the role it plays in simply serving the direct import and export needs of Benin's economy. Some 20 percent of national Gross Domestic Product (GDP) is directly related to trade with Nigeria alone, informal or otherwise. The purpose of this note is to provide some insight into port operations and to propose reforms for facilitating the movement of goods through the port in an effort to reduce dwell time and improve the efficiency and effectiveness of port operations, all with a view to improving the competitiveness of the port.
رؤية أقل ـ
The Port of Cotonou is of primary importance to economic growth and diversification in Benin. Furthermore, given its key geographic location as a port serving Niger and other land-locked countries to its north, and its proximity to Nigeria and Lagos, the Port of Cotonou is an important regional port.
... انظر المزيد + Over 80 percent of all goods entering the Port of Cotonou are destined for final delivery outside of Benin. Niger and Nigeria account for about 90 percent of Cotonou's transit and re-export traffic, with Nigeria accounting for the bulk of this traffic, most of it informal. As such, the economic impact of the Port of Cotonou on economic activity, job creation and livelihoods is vastly larger than the role it plays in simply serving the direct import and export needs of Benin's economy. Some 20 percent of national Gross Domestic Product, or GDP is directly related to trade with Nigeria alone, informal or otherwise. The purpose of this note is to provide some insight into port operations and to propose reforms for facilitating the movement of goods through the port in an effort to reduce dwell time and improve the efficiency and effectiveness of port operations, all with a view to improving the competitiveness of the port.
رؤية أقل ـ
The purpose of this memorandum is to set out the key success requirements for new terminals that connect with higher-capacity cargo railways. The terminals discussed are for dry general cargo and for containers that transfer between cargo wagons and highway trucks.
... انظر المزيد + The transfer may move between either mode. The railways in mind are those of the Commonwealth of Independent States in Central Asia, and, in particular, logistics in Afghanistan. The memorandum is organized as follows: firstly, different types of terminals are discussed. This discussion defines what kinds of terminal we are interested, and what kinds we are not. Second, once we have defined just what kinds of terminal we are interested in, we then describe that kind of terminal's critical investment construction elements. These elements include both the 'hard' and the 'soft' costs of bringing that terminal on-line. Third, once author know the construction elements, we identify which of these elements are the key investment cost drivers. Fourth, the memorandum takes a detour to describe three key operating cost drivers for successful terminals of almost any kind. This paper describes these three key operating costs drivers because the three are not intuitively visible during the design or construction phases of creating terminal assets. Therefore, these three necessary precedents to design are often neglected. This neglect, or oversight, is likely when transportation modes are regulated or when public financial participation is part of the undertaking. The fifth step explores the proper role between public and private financing for terminals contemplated in this memorandum. This financing topic could be an entire concept note in itself; however, the author treat it only in the depth required to structure a successful enterprise. The sixth and final section develops a list of common success and failure factors. This list is to assist financiers, designers, and public concession agencies in structuring and monitoring new terminal enterprises.
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A ministerial intergovernmental conference in pursuit of these commitments was held in August 2003 in Almaty, Kazakhstan. The conference agreed to the Almaty Programme of Action (APoA), calling for joint efforts by transit and landlocked countries-with substantial technical and financial assistance from other countries-to revise their regulatory frameworks affecting trade movements and to improve their trade-related infrastructure.
... انظر المزيد + The two World Bank strategies and the APoA have the same overarching objective: to support the countries targeted by the proposed objectives and actions, in order to achieve inclusive and sustainable development. The report is divided into six sections. Section one provides a comparison of Landlocked Developing Countries (LLDCs) and transit countries in terms of trade performance. It particularly focuses on the growth of total trade and Gross Domestic Product (GDP) per capita in light of trade openness and export diversification. This is followed in section two by an assessment of logistics performance and trade costs of landlocked countries, and their transit and coastal neighbors, on the basis of the Logistics Performance Index (LPI). The operational challenges for traders in LLDCs, including unreliable supply chains and delays, as well the underlying causes, are discussed in section three. Section four then focuses on the various activities of the World Bank to address the key priorities of the Almaty programme, with a focus on regional integration and trade facilitation. In continuation, section five highlights some of the regional integration and trade facilitation projects and initiatives that are being implemented. The report concludes by re-emphasizing the continued validity of several of the original APoA priorities for financial and technical assistance, in the context of the World Bank's overall strategic goals (section six).
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