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The adoption of the shared prosperity goal by the World Bank in 2013 and Sustainable Development Goal 10, on inequality, by the United Nations in 2015 should strengthen the focus of development interventions and cooperation on the income growth of the bottom 40 percent of the income distribution. This paper contributes to the incipient literature on within-country allocations of development institutions and assesses the geographic targeting of World Bank projects to the bottom 40 percent. Bivariate correlations between the allocation of project funding approved over 2005–14 and the geographical distribution of the bottom 40 as measured by survey income or consumption data are complemented by regressions with population and other potential factors affecting the within-country allocations as controls. The correlation analysis shows that, of the 58 countries in the sample, 41 exhibit a positive correlation between the shares of the bottom 40 and World Bank funding, and, in almost half of these, the correlation is above 0.5. Slightly more than a quarter of the countries, mostly in Sub-Saharan Africa, exhibit a negative correlation. The regression analysis shows that, once one controls for population, the correlation between the bottom 40 and World Bank funding switches sign and becomes significant and negative on average. This is entirely driven by Sub-Saharan Africa and not observed in the other regions. Hence, the significant and positive correlation in the estimations without controlling for population suggests that World Bank project funding is concentrated in administrative areas in which more people live (including the bottom 40) rather than in poorer administrative areas. Furthermore, capital cities receive disproportionally high shares of World Bank funding on average. [ABSTRACT FROM AUTHOR]

Are public officials more responsive to requests from affluent or poor constituents? A growing body of evidence suggests that lawmakers are more responsive to the rich when they craft policy. However, some scholars theorize that officials also exhibit a corresponding bias in favor of the poor when they handle casework, essentially giving policy to the rich and services to the poor. In this paper, we test this casework prediction using four experiments in which confederates sent simple requests to state or local officials. In each, our confederates’ reported social classes were randomly assigned and signaled with a brief introductory statement mentioning the sender’s occupation or economic situation. Across our samples, we find precisely-estimated null effects of social class biases: the officials we studied were equally likely to respond regardless of the constituent’s class. These findings raise doubts about whether casework is really a class-biased process. [ABSTRACT FROM AUTHOR]

Urban transport policies are characterized by a wide range of impacts, and trade-offs and conflicts among these impacts. The task of integrating and reconciling these impacts poses challenges, because they are incommensurable, and they affect different groups differentially. Further, impacts such as those related to social equity are hard to define and measure. In this paper we address two inter-related questions: How is social equity conceptualized, operationalized, and prioritized relative to environmental and other objectives; and how might social equity be more effectively integrated in urban transportation plans in North America? We critically analyze how social equity is incorporated into transportation plans in 18 large North American metropolitan areas, in terms of the quality of the related objectives, how meaningfully their achievement is assessed through the choice of performance measures or indicators, and their prioritization relative to other objectives. We observe that social equity goals and objectives are in many cases not translated into clearly specified objectives, and appropriate measures for assessing their achievement in a meaningful, disaggregated manner are often lacking. At the same time, there are good examples of social equity objectives and measures in several plans. In general, there is a stronger focus on the local environment (and congestion reduction) than on social equity in the plans. We end the paper with a discussion related to considerations for generating objectives and measures for better integrating social equity into urban transportation plans. [ABSTRACT FROM AUTHOR]