Abstract

The authors describe how Sao Paulo State granted a 20-year concession for operating a busway, one requirement for which was that the concessionaire replace the diesel bus operation with electric traction (trolleys). This was not a"greenfield concession"but is probably the only"busway"concession undertaken so far worldwide. With roughly 16,000 buses fighting their way through heavy traffic under traffic policies geared to automobiles, bus services was slow and unreliable. Then Sao Paulo adopted certain practices aimed at improving bus operations. Between 1983 and 1987, it implemented a segregated trolleybus corridor between Sao Mateus and Jabaquara, to be opened as a private concession regulated by the state of Sao Paulo. The concession was to operate for 20 years but the winning consortium had to invest in only part of the equipment, because part of it was in place. This made things less risky for the private consortium and allowed thestate to complete an environmentally friendly project with the help of the private sector. The concession has so far been a success - an example to be followed. After an initial increase, demand for the busway began to fall in 1998 and 1999. This was part of a general decline in demand for the bus system because of: a) A drop in jobs resulting from the economic slowdown. b) A growth in the use of automobiles. c) Competition from illegal buses (vans), which offer door-to-door service. The state was late in completing the aerial network for the trolleyway and rehabilitating sections of the roadway. This delayed replacement of diesel buses by trolleybuses. State representatives indicated it might be better in future to find a mechanism through which the concessionaire instead of the state would undertake infrastructure works and would also handle administration of integration terminals. Document type: Book

Abstract

This study briefly summarizes the development experiences of special economic zones in China and Africa, the lessons that Africa can learn from China, and the preliminary results of the Chinese investments in special economic zones in Africa. The study makes recommendations on how to unleash the power of special economic zones and industrial zones in Africa through strategically leveraging the Chinese experiences. The success factors of Chinese special economic zones include the strong and long-term commitment of the government, a conducive business environment in the zones, strategic locations, technology upgrading and skills training, and strong linkages with the local economy. However, the Chinese experiences highlight some pitfalls to avoid, such as the “mushroom approach” and high-level overlaps at the later stage, environmental degradation, and the unbalance between industrial development and social dimensions. This calls for a bigger role for the market. Sub-Sahara Africas experience with traditional economic zones has been relatively poor, except in a few countries, such as Mauritius. The key challenges include the poor regulatory and institutional framework, lack of effective strategic planning, weak governance and implementation capacity, and inadequate infrastructure, among others. Since 2006, China has implemented special economic zone projects globally, including in four countries in Sub-Saharan Africa. It is still too early to conduct a full assessment of these projects; however, the evidence shows that some zones have begun to attract investments and make important contributions to the local economy. The main challenges include access to land, regulatory barriers, resettlement and coordination issues, and lack of external infrastructure. Document type: Book

Abstract

Maritime transport costs significantly impede international trade. This article examines why these costs are so high in some countries and quantifies the importance of two explanations: restrictive trade policies and private anticompetitive practices. It finds that both matter, but the latter have a greater impact. Trade liberalization and the breakup of private carrier agreements would lead to an average of one-third lower liner transport prices and to cost savings of up to US dollar 3 billion on goods carried to the United States alone. The policy implications are clear: there is a need not only for further liberalization of government policy but also for strengthened international disciplines on restrictive business practices. The authors propose an approach to developing such disciplines in the current round of services negotiations at the World Trade Organization (WTO). Document type: Book

Abstract

This country assistance evaluation assesses the outcomes of the World Banks program in Nigeria during the period 1998–2007. The Country Assistance Evaluation focuses on the objectives of that assistance and the extent to which outcomes were consistent with those objectives. It looks at the Banks contribution to the achievement of those outcomes and at the lessons for the Banks future activities in Nigeria and in other countries. The evaluation includes a review of relevant documents, complemented by interviews with Bank staff and other key donors, as well as with representatives of the Nigerian government, the private sector, and civil society. Overall, the outcomes of the Bank program in Nigeria are rated as moderately unsatisfactory. This reflects an improvement relative to IEG’s 2000–04 assessment, which rated the outcome of Bank assistance as unsatisfactory. The current assessment recognizes the country’s signal achievements in maintaining macroeconomic stability and laying the basis for more effective and cost-efficient performance of the central government. There are major risks associated with this, however. The earnings from Nigeria’s oil and gas resources require strong management that puts the national interest ahead of that of individuals and state governments. In the fragmented context of Nigerian politics, that is a tough proposition to maintain. If the government shows the necessary leadership and successfully leverages the resources it has to provide incentives to state governments to do a better job of delivering social services, there is the potential for real progress in reducing poverty and achieving the MDGs.

Abstract

High volatility in the world prices of petroleum has been a characteristic feature of the global economy in the last decade. World petroleum prices increased four-fold between 2004 and 2008 and, and following a drop in prices in the second half of 2008, petroleum prices have been rising again, and they are several times higher than they were two decades ago. Since high and volatility of prices is likely to be a permanent feature of the global economy for the foreseeable future, they merit a reconsideration of the national transport and taxation policies that were put in place when fuel prices were not such a significant component of trade-related transactions costs in Sub-Saharan Africa (SSA) countries. Transport practices that were based on the assumption of low price of fuel are not sustainable, and policies neglect fuel efficiency considerations through lowering the fuel consumption of vehicles measures are no longer sustainable. Efficient and low transport cost is essential to achieve regional economic integration and strengthen Africa's competitiveness in external markets. Higher diesel prices also impact on the prices of all other goods which use diesel as an intermediate input. The most significant among them with implications for the poor in low-income developing countries is food, on which the poor spend a disproportionately high share of their total household expenditures. This report is in three parts in the first part, transport fuel prices in the countries of SSA are compared with those of other regions of the world. The comparison is not only in terms of the actual retail prices but also, but taking account of per capita incomes and truck revenues, also in terms of affordability. This Part also provides evidence of the make-up of transport fuel prices in SSA countries, as a first step in assessing how they can be dealt with. The second part provides new evidence of the impact of these high fuel prices on the export competiveness of a sample of six SSA countries. It also provides a shorter description of the results of a study of the impact of fuel prices on logistics costs in Central America, since so far there have not been any studies of the impact of high transport fuel prices on logistics and food costs in SSA countries. The third part deals with the ways in which the impact of high transport fuel prices can be addressed. Two main areas of action are described, those that would reduce the retail price of transport fuel and those that would increase fuel efficiency, so they impact of high prices would be reduced. This section focuses on diesel fuel, as this is by far the most used by the trucks that transport export products and are involved in domestic logistics. This section concludes with some ideas on what could be done next to make progress on implementing the most promising ideas for reducing the impact of high transport fuel prices.