Proceedings of the 14th Meeting of the
Transport and Communications Working Group
3
as well as the world starting from 2008. However, average LSCI scores for the OIC-Sub-Saharan
Africa region remained well below the world averages throughout the same period.
Dr. ÖZCAN continued his presentation by demonstrating some important figures in terms of
transport modes. He stated that there is a large variation in the density of road networks in the
different OIC member countries. Albania, Bahrain, Bangladesh, Brunei, Comoros, Gambia,
Indonesia, Kuwait, Lebanon, Malaysia, Maldives, Pakistan, Palestine, Qatar, Turkey, and Uganda
have more dense networks compared to other member countries. The density of the road
networks in the OIC member countries as a group and individually is quite low compared to that
of the US and the EU. For the OIC member countries, the density of the road network is 0.12
while it is 0.67 and 1.34 in the US and the EU, respectively.
There is also a large variation in the density of rail networks in different OIC countries. A great
majority of the OIC countries have less than 1,000 km of rail lines per 100,000 km2 land area,
while almost half of the OIC countries have no railway network. The average network density of
the OIC member countries is equal to 426 km of railway per 100,000 km 2 land area.
Furthermore, he added that the container throughput of the OIC countries has reached 101
million TEU in 2014 up from 79.8 million TEU in 2010. However, the share of OIC member
countries in the global container throughput had remained flat at around 15%during the period
between 2010 and 2014.
Regarding the air traffic, Dr. ÖZCAN mentioned that high-income Gulf countries, such as Qatar,
UAE, and Bahrain, and island states, such as Brunei Darussalam and Malaysia, have higher per
capita air passenger traffic figures. Besides, the OIC member countries with dominant network
airlines are more likely to experience higher per capita air passenger traffic.
Dr. ÖZCAN continued his presentation by highlighting the environmental effects of the transport
sector. He stated that there is a positive correlation between transport-related CO2 emissions
and GDP per capita (PPP) in the OIC member countries. One reason for this tendency is the
increased private car ownership with increasing per capita income, which eventually increases
personal trips and accordingly Greenhouse Gas (GHG) emissions. Another fact is that the
countries with higher GHG emissions are mostly from oil-producing countries, which often
corresponds with lower pump prices for gasoline and consequently more road sector energy
consumption.
Dr. ÖZCAN concluded his presentation by emphasizing the importance of tailor-made solutions
rather than generalized policies for the development of the transport sector in the member
countries.
Question: How the outputs and recommendations of the transport outlook can be materialized?