Person:
Hartmann, Olivier
Author Name Variants
Fields of Specialization
Transport logistics
Degrees
Departments
Trade and Regional Integration Unit, The World Bank
Externally Hosted Work
Contact Information
Last updated
January 31, 2023
Biography
Olivier Hartmann joined the World Bank in 2010 and is currently in the Trade and Regional Integration unit, working primarily on improving transport and logistics along the African corridors. He is also contributing to the Regional Integration pillar of the Africa Transport Policy Program SSATP. Prior to that, he has worked for the Port Reunion Authority (Reunion island), then as Secretary General of PMAESA, the port industry association for Eastern and Southern Africa, where he was involved in trade facilitation and multimodal transport in Sub-Sahara Africa. After PMAESA, he worked for the Northern Corridor, which is serving the landlocked countries of East Africa from the port of Mombasa, where he designed the model Transport Observatory for the corridor.
Publication Search Results
1 - 5 of 5
-
Publication
Corridor Transport Observatory Guidelines
(World Bank, Washington, DC, 2013-11)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. 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. -
Publication
Border Crossing Monitoring along the Northern Corridor
(World Bank, Washington, DC, 2013-04)Border-crossing times in East Africa have been identified as a major constraint for smooth trade flows, both for regional trade and for international transit. Delays at borders disrupt efficient trade logistics, impacting on the transport costs and prices, and ultimately on trade competitiveness. In order to improve the efficiency of border crossings in East Africa, the East Africa Community (EAC) has resolved to convert the main border crossings into a Stop Border Post (OSBP), in which all border agencies from the two sides of the border coordinate their interventions, thus reducing documentation processing time. This program is supported by several multilateral and bilateral donors as component of their assistance to regional integration in the EAC. The paper is divided into four sections. The first section provides background information on the Northern Corridor. The second section presents the conclusions that can be drawn from the survey, presented in the Northern Corridor context with the key issues that will require further discussion among stakeholders and further action. From a wider perspective, this section also emphasizes the shift of relative importance that should be attributed to the hard and the soft agendas of border crossings based on the analysis of the impact of the changes at the Malaba border post. -
Publication
Reviving Trade Routes : Evidence from the Maputo Corridor
(World Bank, Washington, DC, 2014-11)Most trade moves along a few high-density routes: the corridors. Improving their performance has emerged as a necessary ingredient for growth and integration into the regional and global economy. In Africa, this is recognized at the continental level, where program for infrastructure development in Africa (PIDA) has identified 42 corridors that should form a core network for regional integration and global connectivity. Several distinctive features appear to be necessary conditions for a successful corridor, namely (i) a combination of public and private investments to improve infrastructure, (ii) an institutional framework to promote and facilitate coordination, (iii) a focus on operational efficiency of the logistics services and infrastructure, and (iv) a proven economic potential. Reviewing the experience of an apparently successful corridor can help one learn the optimal mix and trade-offs among the ingredients and enable replication of success on other corridors. The lessons from the Maputo corridor can help the regional economic communities (REC), countries, corridor users, and development partners to better focus their corridor strategies to maximize economic growth. The present work focuses on three aspects of its revival: corridors as enablers of trade and economic development; improvement of logistics through investments and reforms; institutional framework adapted according to objectives. -
Publication
Motorization Management in Ethiopia
(World Bank, Washington, DC, 2017)Motorization management is the process of shaping, through public policies and programs, the profile, quality, and quantity of the motor vehicle fleet as motorization occurs. Across Africa, governments are struggling to manage the effects of rapid motorization and urbanization. In the past two decades, Africa has been the fastest urbanizing region in the world, growing at 3.44 percent on average which is much higher than the rate of other rapid developing regions, such as Asia and Latin America. Given that Africa remains the least developed region, the rapid urban growth pace will likely accelerate motorization development and challenge the limited resource base to meet the demand of the growing urban populations. While this motorization potentially means that more African people will be able to claim the benefits of improved access to opportunities and mobility, it raises alarming questions about the sustainability of this future. Will countries be able to build and maintain infrastructure to accommodate these vehicles Will the quality of the vehicles support African development goals and the region’s ability to meet the Sustainable Development Goals and climate obligations This report lays out plausible motorization policies that can be implemented by the government of Ethiopia. -
Publication
Motorization Management in Kenya
(World Bank, Washington, DC, 2017)Motorization management is the process of shaping, through public policies and programs, the profile, quality, and quantity of the motor vehicle fleet as motorization occurs. Across Africa, governments are struggling to manage the effects of rapid motorization and urbanization. In the past two decades, Africa has been the fastest urbanizing region in the world, growing at 3.44 percent on average which is much higher than the rate of other rapid developing regions, such as Asia and Latin America. While this motorization potentially means that more African people will be able to claim the benefits of improved access to opportunities and mobility, it raises alarming questions about the sustainability of this future. Will countries be able to build and maintain infrastructure to accommodate these vehicles Will the quality of the vehicles support African development goals and the region’s ability to meet the sustainable development goals and climate obligations This report lays out plausible motorization policies that can be implemented by the government of Kenya.