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The world's over 3,800 coal-fired power plants are sources of substantial emissions of toxic air pollutants. This study explores people's unequal exposure to air pollution from these coal plants. It simulates the wind dispersion of pollutants originating from each coal power plant using the Hybrid Single Particle Lagrangian Integrated Trajectory Model (HYSPLIT) with Gaussian dispersion. The study generates three-dimensional pollution trajectories and provide a global map of nitrogen oxide (NOx), sulfur dioxide (SO2), and particle pollution from coal plants and their contributions to overall pollution levels. The study estimates that 2.3 billion people globally are exposed to SO2 and particle pollution from coal plants; 247.5 million of them are exposed to transboundary pollution from foreign coal plants. The findings show that pollution increases with income levels, though at a diminishing rate at high income levels. In the proximity of coal power plants, downwind areas are associated with higher pollution and lower income levels compared to areas upwind. These findings are consistent with strategic location choices that cause or reinforce environmental injustices associated with air pollution.

Air --- Coal-fired power plants --- Pollution --- Evaluation. --- Environmental aspects.

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Salinity in surface waters is on the rise throughout much of the world. Many factors contribute to this change, including increased water extraction, poor irrigation management, and sea-level rise. To date no study has attempted to quantify the impacts on global food production. This paper develops a plausibly causal model to test the sensitivity of global and regional agricultural productivity to changes in water salinity. To do so, it utilizes several local and global data sets on water quality and agricultural productivity and a model that isolates the impact of exogenous changes in water salinity on yields. The analysis trains a machine-learning model to predict salinity globally, to simulate average global food losses over 2000-13. These losses are found to be high, in the range of the equivalent of 124 trillion kilocalories, or enough to feed more than 170 million people every day, each year. Global maps building on these results show that pockets of high losses occur on all continents, but the losses can be expected to be particularly problematic in regions already experiencing malnutrition challenges.

Agricultural Productivity --- Agricultural Sector Economics --- Agriculture --- Crop Yield --- Environment --- Food Security --- Hydrology --- Irrigation and Drainage --- Salinity --- Water and Food Supply --- Water Economics --- Water Quality --- Water Resources --- Water Resources Management

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In conflict-prone situations, access to markets is necessary to restore economic growth and generate the preconditions for peace and reconstruction. Hence, the rehabilitation of damaged transport infrastructure has emerged as an overarching investment priority among donors and governments. This paper brings together two distinct strands of literature on the effects of conflict on welfare and on the economic impact of transport infrastructure. The theoretical model explores how transport infrastructure affects conflict incidence and welfare when selection into rebel groups is endogenous. The implications of the model are tested with data from the Democratic Republic of Congo. The analysis addresses the problems of the endogeneity of transport costs and conflict using a novel set of instrumental variables. For transport costs, a new instrument is developed, the "natural-historical path," which measures the most efficient travel route to a market, taking into account topography, land cover, and historical caravan routes. Recognizing the imprecision in measuring the geographic impacts of conflict, the analysis develops a spatial kernel density function to proxy for the incidence of conflict. To account for its endogeneity, it is instrumented with ethnic fractionalization and distance to the eastern border. A variety of indicators of well-being are used: a wealth index, a poverty index, and local gross domestic product. The results suggest that, in most situations, reducing transport costs has the expected beneficial impacts on all the measures of welfare. However, when there is intense conflict, improvements in infrastructure may not have the anticipated benefits. The results suggest the need for more nuanced strategies that take into account varying circumstances and consider actions that jointly target governance with construction activities.

Armed Conflict --- Conflict --- Conflict and Development --- Drc --- Economic Theory & Research --- Ethnic Fractionalization --- Kernel Density --- Macroeconomics and Economic Growth --- Natural Historical Path --- Nightlight Data --- Post Conflict Reconstruction --- Poverty Reduction --- Rural Poverty Reduction --- Transport --- Transport Economics Policy & Planning

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Transport infrastructure is deemed to be central to development and consumes a large fraction of the development assistance envelope. Yet there is debate about the economic impact of road projects. This paper proposes an approach to assess the differential development impacts of alternative road construction and prioritize various proposals, using Nigeria as a case study. Recognizing that there is no perfect measure of economic well-being, a variety of outcome metrics are used, including crop revenue, livestock revenue, non-agricultural income, the probability of being multi-dimensionally poor, and local gross domestic product for Nigeria. Although the measure of transport is the most accurate possible, it is still endogenous because of the nonrandom placement of road infrastructure. This endogeneity is addressed using a seemingly novel instrumental variable termed the natural path: the time it would take to walk along the most logical route connecting two points without taking into account other, bias-causing economic benefits. Further, the analysis considers the potential endogeneity from nonrandom placement of households and markets through carefully chosen control variables. It finds that reducing transportation costs in Nigeria will increase crop revenue, non-agricultural income, the wealth index, and local gross domestic product. Livestock sales increase as well, although this finding is less robust. The probability of being multi-dimensionally poor will decrease. The results also cast light on income diversification and structural changes that may arise. These findings are robust to relaxing the exclusion restriction. The paper also demonstrates how to prioritize alternative road programs by comparing the expected development impacts of alternative New Partnership for Africa's Development projects.

Agriculture --- Banks and Banking Reform --- Development --- Economic Theory & Research --- Finance and Financial Sector Development --- Macroeconomics and Economic Growth --- Mpi --- Multi-Dimensional Poverty Index --- Nepad --- Roads --- Roads and Highways Performance --- Rural Development --- Rural Roads & Transport --- Transport --- Transport Economics Policy & Planning

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Transport infrastructure is deemed to be central to development and consumes a large fraction of the development assistance envelope. Yet there is debate about the economic impact of road projects. This paper proposes an approach to assess the differential development impacts of alternative road construction and prioritize various proposals, using Nigeria as a case study. Recognizing that there is no perfect measure of economic well-being, a variety of outcome metrics are used, including crop revenue, livestock revenue, non-agricultural income, the probability of being multi-dimensionally poor, and local gross domestic product for Nigeria. Although the measure of transport is the most accurate possible, it is still endogenous because of the nonrandom placement of road infrastructure. This endogeneity is addressed using a seemingly novel instrumental variable termed the natural path: the time it would take to walk along the most logical route connecting two points without taking into account other, bias-causing economic benefits. Further, the analysis considers the potential endogeneity from nonrandom placement of households and markets through carefully chosen control variables. It finds that reducing transportation costs in Nigeria will increase crop revenue, non-agricultural income, the wealth index, and local gross domestic product. Livestock sales increase as well, although this finding is less robust. The probability of being multi-dimensionally poor will decrease. The results also cast light on income diversification and structural changes that may arise. These findings are robust to relaxing the exclusion restriction. The paper also demonstrates how to prioritize alternative road programs by comparing the expected development impacts of alternative New Partnership for Africa's Development projects.

Agriculture --- Banks and Banking Reform --- Development --- Economic Theory & Research --- Finance and Financial Sector Development --- Macroeconomics and Economic Growth --- Mpi --- Multi-Dimensional Poverty Index --- Nepad --- Roads --- Roads and Highways Performance --- Rural Development --- Rural Roads & Transport --- Transport --- Transport Economics Policy & Planning