Publication:
Angola : Diagnostic Trade Integration Study

Loading...
Thumbnail Image
Files in English
English PDF (1.02 MB)
1,016 downloads
English Text (417.68 KB)
438 downloads
Published
2006-09
ISSN
Date
2012-06-18
Author(s)
Editor(s)
Abstract
The primary goal of this Diagnostic Trade Integration Study (DTIS) is to provide a plan for reactivating Angola's productive sectors that reduces the country's reliance on imports while enabling the restoration of export capacity in the medium to long term. Executing such a plan will involve investing in the rehabilitation of infrastructure destroyed by war and making and adjusting policies that affect the institutional underpinnings of a market economy, as well as incentives for exporting and importing. This goal is inextricably linked with the overriding need to create jobs and alleviate poverty identified in the government of Angola's long-term poverty reduction plan, the Estrategia de Combate a Pobreza (ECP).
Link to Data Set
Citation
World Bank. 2006. Angola : Diagnostic Trade Integration Study. © World Bank. http://hdl.handle.net/10986/8282 License: CC BY 3.0 IGO.
Digital Object Identifier
Associated URLs
Associated content
Report Series
Other publications in this report series
Journal
Journal Volume
Journal Issue

Related items

Showing items related by metadata.

  • Publication
    Brazil : Evaluating the Macroeconomic and Distributional Impacts of Lowering Transportation Costs
    (Washington, DC, 2008-07) World Bank
    This report is designed to provide policymakers with estimates of the likely outcomes of an array of potential changes in transportation sector policy. To this end, the report uses a variety of economy-wide models to simulate alternative cost reductions and efficiency improvements. A detailed discussion of the various policies that may yield efficiency gains and cost reductions, as well as the specifics of their implementation, is beyond the scope of the report. The report is structured to move from a general description of Brazil's transportation sector to more specific analyses and simulations of individual and concerted changes. The first chapter sets the stage by providing a summary discussion of Brazil's transportation sector that includes both an overview of its historical development and a look at the recent evolution of government policies. In the second chapter, the fiscal and economic effects of shifts in public investment between alternative and competing transportation modes (roads, railroads, and waterways) are simulated using a fixed-price input-output model. The report's third chapter uses a computable general equilibrium (CGE) model to analyze the effects of cost reductions in land transportation on macroeconomic variables and income distribution. The fourth chapter uses a multiregional CGE model to simulate the effects of port efficiency improvements on regional economic development (including short- and long-term growth, employment, and welfare). The fifth chapter uses a similar model to analyze the national and state-level impacts of two federal highway projects in the state of Minas Gerais in terms of economic growth, regional inequalities, employment, and poverty. The last chapter summarizes the findings and provides conclusions and recommendations.
  • Publication
    Petroleum Product Markets in Sub-Saharan Africa : Comparative Efficiency Analysis of 12 Countries
    (Washington, DC, 2011-01-01) World Bank
    Petroleum products are used across the entire economy in every country. Gasoline and diesel are the primary fuels used in road transport. Oil is used in power generation, accounting for eleven percent of total electricity generated in Africa in 2007. Adequate and reliable supply of transport services and electricity in turn are essential for economic development. Households use a variety of petroleum products: kerosene is used for lighting, cooking, and heating; liquefied petroleum gas for cooking and heating; and gasoline and diesel for private vehicles as well as captive power generation. Prices users pay for these petroleum products have macroeconomic and microeconomic consequences. At the macroeconomic level, oil price levels can affect the balance of payments, gross domestic product (GDP), and, where fuel prices are subsidized, government budgets, contingent liabilities, or both. At the microeconomic level, higher oil prices lower effective household income in three ways. First, households pay more for petroleum products they consume directly. Seventy percent of Sub-Saharan Africans are not yet connected to electricity; most without access rely on kerosene for lighting. Second, higher oil prices increase the prices of all other goods that have oil as an intermediate input. The most significant among them for the poor in low-income countries is food, on which the poor spend a disproportionately high share of total household expenditures. Food prices increase because of higher transport costs and higher prices of such inputs to agriculture as fertilizers and diesel used for operating tractors and irrigation pumps. For the urban poor that use public transport, higher transport costs also decrease their effective income. Third, to the extent that higher oil prices lower GDP growth, household income is reduced.
  • Publication
    Transport and Logistics in Djibouti : Contribution to Job Creation and Economic Diversification
    (Washington, DC, 2013-02) World Bank
    The objective of this policy note is: (i) assessing the current situation of the transport and logistics sector in Djibouti, in particular regarding employment; (ii) examining the potential of the sector for creating jobs and generating new activities; and (iii) analyzing the constraints and making recommendations to alleviate. The note is divided into three chapters: (1) a diagnosis of transport and logistics; (2) opportunities and strategic priorities for the future; and (3) a suggested action plan. This policy note deals with transport and logistics and provides key input to the Djibouti New Growth Model study. The note relies on the findings of the World Bank mission that visited Djibouti in January 2012 to collect data and interview various representatives of the public and private sectors, as well as on a literature review. The note concludes that transport and logistics have a relatively limited potential for reducing unemployment since port activities are capital-intensive; the trucking industry serving the corridor to Ethiopia is totally dominated by Ethiopians; and the ongoing improvement of the supply chain s efficiency tends to cut jobs for a given volume of trade.
  • Publication
    Petroleum Markets in Sub-Saharan Africa : Analysis and Assessment of 12 Countries
    (World Bank, Washington, DC, 2010-03) Kojima, Masami; Matthews, William; Sexsmith, Fred
    This regional study takes twelve oil-importing countries in Sub-Saharan Africa and asks the following two questions: does each stage in the supply chain, from import of crude oil or refined products to retail, seem to be efficiently run and are the efficiency gains passed on to end-users? And if not, what are the potential causes and possible means of remedying the problems? The study focuses on Burkina Faso, Cote d'Ivoire, Mali, Niger, and Senegal in West Africa and Botswana, Kenya, Madagascar, Malawi, South Africa, Tanzania, and Uganda in East and Southern Africa, covering a wide range of conditions that affect price levels, such as the market size, geography (whether landlocked or coastal), existence of domestic refineries, degree of sector liberalization including pricing, and level of economic development.
  • Publication
    High-Speed Rail
    (World Bank, Beijing, 2010-07) Amos, Paul; Bullock, Dick; Sondhi, Jitendra
    A high-speed rail service can deliver competitive advantage over airlines for journeys of up to about 3 hours or 750 km, particularly between city pairs where airports are located far from city centres. One suitable type of corridor is that which connects two large cities 250-500 km apart. But another promising situation is a longer corridor that has very large urban centres located, say, every 150-300 km apart. On these longer corridors, typical of some being built in China, high-speed rail has the ability to serve multiple city-pairs, both direct and overlapping. The overall financial performance of high-speed train services depends on enough people being able to pay a premium to use them. In Japan there is a surcharge for high-speed rail which doubles the fare on conventional services. China high-speed train fares are about three times conventional train fares. But in order to generate the required volume of passengers it will usually be necessary not only to target the most affluent travelers but also to adopt a fare structure that is affordable for the middle income population and, if any spare capacity still exists, to offer discount tickets with restrictions on use and availability that can fill otherwise unused seats. The combination of supportive features that exist on the eastern plains of China including very high population density, rapidly growing disposable incomes, and the prevalence of many large cities in reasonable proximity to one another (creating not just one city-pair but a string of such pairs) are not found in most developing countries. Nor could all countries assemble the focused collective capacity building effort and the economies of scale in construction costs that arise when a government can commit the country, politically and economically, to a decades-long program over a vast land area. Even in China, the sustainability of railway debt arising from the program as it proceeds will need to be closely monitored and payback periods will not be short, as they cannot be for such "lumpy" and long-lived assets. But a combination of those factors that create favorable conditions of both demand and supply comes together in China in a way that is distinctly favorable to delivering a successful high-speed rail system.

Users also downloaded

Showing related downloaded files

  • Publication
    Classroom Assessment to Support Foundational Literacy
    (Washington, DC: World Bank, 2025-03-21) Luna-Bazaldua, Diego; Levin, Victoria; Liberman, Julia; Gala, Priyal Mukesh
    This document focuses primarily on how classroom assessment activities can measure students’ literacy skills as they progress along a learning trajectory towards reading fluently and with comprehension by the end of primary school grades. The document addresses considerations regarding the design and implementation of early grade reading classroom assessment, provides examples of assessment activities from a variety of countries and contexts, and discusses the importance of incorporating classroom assessment practices into teacher training and professional development opportunities for teachers. The structure of the document is as follows. The first section presents definitions and addresses basic questions on classroom assessment. Section 2 covers the intersection between assessment and early grade reading by discussing how learning assessment can measure early grade reading skills following the reading learning trajectory. Section 3 compares some of the most common early grade literacy assessment tools with respect to the early grade reading skills and developmental phases. Section 4 of the document addresses teacher training considerations in developing, scoring, and using early grade reading assessment. Additional issues in assessing reading skills in the classroom and using assessment results to improve teaching and learning are reviewed in section 5. Throughout the document, country cases are presented to demonstrate how assessment activities can be implemented in the classroom in different contexts.
  • Publication
    Support for Programmatic CDM Development for the National Program for Municipal Solid Waste in Morocco
    (World Bank, Washington, DC, 2009-03) Lahbabi, Abdelmourhit
    Carbon Finance Assist (CF-Assist) is a capacity building and technical assistance program established by the World Bank to help develop national capacities of developing countries on carbon finance and clean development mechanism (CDM) activities. The objective of the mission is to develop CDM Program of Activities (PoA), based on a programmatic approach for CDM Project Activities (CPA) in solid waste sector in Morocco. More specifically the assignment consists of the assessment and validation of the feasibility of a nationwide CDM PoA for the solid waste in Morocco and the development of a Program Idea Note (PIN) summarizing the results of the program assessment. Based on the information collected during the mission first phase, an assessment model of the biogas potential was developed for each targeted landfill. The PoA expected emissions reductions were then evaluated for two possible scenarios: an optimistic scenario assuming that all the eligible landfills will develop CDM under the program for both the biogas capture and electricity generation options and a more conservative scenario assuming gas flaring option only in most promising landfills.
  • Publication
    Trade and Trade Finance Developments in 14 Developing Countries Post September 2008 : A World Bank Survey
    (2009-11-01) Malouche, Mariem
    In the aftermath of the Lehman Brothers collapse in September 2008, drop in the supply of trade finance, a critical engine for trade transactions, has become an acute concern for the development community. Banks were increasing pricing on trade finance transactions to cover increased funding costs and higher credit risks, and trade was dropping drastically in most countries, with global trade projected to decline in 2009 for the first time in decades. Yet, little was known about the real impact of the crisis on developing country s capacity to export. The World Bank has commissioned a firm and bank survey on trade and trade finance developments in developing countries during the first quarter of 2009 to collect field information. In total, 425 firms and 78 banks were surveyed in 14 developing countries across five regions. This paper summarizes the findings of the survey as well as discusses the type of policies governments and international organizations put in place to mitigate the impact of the crisis. In sum, the survey findings confirmed that the global financial crisis has constrained trade finance for exporters and importers in developing countries. But the impact varied by the firm size, sectoral activity, and countries integration into the global economy. In particular, SMEs were particularly affected, and export diversification was made more difficult, especially in low income countries. Nevertheless, drop in demand has emerged as the top concern of firms at the time when the survey was conducted in March-April 2009.
  • Publication
    Shedding Light on Electricity Utilities in the Middle East and North Africa
    (Washington, DC: World Bank, 2018) Bacon, Robert; Camos, Daniel; Estache, Antonio; Hamid, Mohamad M.
    The electricity sector in the Middle East and North Africa (MENA) suffers from a major paradox. Indeed, while the region continues to hold the world’s largest oil and gas reserves and has been able to maintain electricity access rates of close to 100 percent in most of its economies, it may not be in a position to cater to the future electricity needs of its fast-growing population and their business activities. The region’s primary energy demand is expected to continue to grow at an annual rate of 1.9 percent through 2035, requiring a significant increase in capacity. Investments have not been rising fast enough to meet those expectations. The main point of this report is to provide quantitative evidence of how improving utility management and more accurately targeting smaller subsidies would free up enough resources to make the needed investments and operate the sector at a lower cost. These management and policy changes would make electricity production and consumption more affordable for the region’s taxpayers and could even make it more affordable for the poorest. They would also ease the transition toward renewable energy sources, reducing the dependency on imports for some economies and, for the economies that export oil and gas, extending the asset life of their nonrenewable resources.
  • Publication
    Europe and Central Asia Economic Update, Spring 2025: Accelerating Growth through Entrepreneurship, Technology Adoption, and Innovation
    (Washington, DC: World Bank, 2025-04-23) Belacin, Matias; Iacovone, Leonardo; Izvorski, Ivailo; Kasyanenko, Sergiy
    Business dynamism and economic growth in Europe and Central Asia have weakened since the late 2000s, with productivity growth driven largely by resource reallocation between firms and sectors rather than innovation. To move up the value chain, countries need to facilitate technology adoption, stronger domestic competition, and firm-level innovation to build a more dynamic private sector. Governments should move beyond broad support for small- and medium-sized enterprises and focus on enabling the most productive firms to expand and compete globally. Strengthening competition policies, reducing the presence of state-owned enterprises, and ensuring fair market access are crucial. Limited availability of long-term financing and risk capital hinders firm growth and innovation. Economic disruptions are a shock in the short term, but they provide an opportunity for implementing enterprise and structural reforms, all of which are essential for creating better-paying jobs and helping countries in the region to achieve high-income status.