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Local communities combat climate change in Bangladesh

Shilpa Banerji's picture
Mahfuzul Hasan Bhuiyan/World Bank
Bangladesh is among the most vulnerable countries to flooding and climate change impacts. Photo Credit: 
Mahfuzul Hasan Bhuiyan/World Bank

How can a country vulnerable to natural disasters mitigate the effects of climate change? In Bangladesh, resilient communities have shown that by using local solutions it is possible to combat different types of climate change impacting different parts of the country.
 
Every year, flash floods and drought affect the north and north-west regions. Drinking water becomes scarce, land becomes barren and people struggle to find shelter for themselves and their livestock. In the coastal districts, excessive saline makes it impossible to farm and fish.
 
The Community Climate Change Project (CCCP) has awarded grants to around 41 NGOs to address salinity, flood and drought-prone areas. With the help from local NGOs, communities innovated simple solutions to cope up with changing climate and earn a better living benefiting at least 40,000 people in the most vulnerable districts.
 
Raising the plinths of their homes in clusters has helped more than 15,000 families escape floods, and they continued to earn their livelihoods by planting vegetables and rearing goats on raised ground. Vermicomposting has also helped to increase crop yields. In the saline affected areas, many farmers have started to cultivate salinity tolerant crabs with women raising their income level by earning an additional BDT 1500 a month from saline tolerant mud crab culture in high saline areas.
 
Watch how communities have used these three solutions to tackle climate change impacts.

What is the first step for organizing Peru’s cities?

Zoe Elena Trohanis's picture

Traffic Jam in Lima Peru

My job brought me and my family to Lima, Peru 11 months ago. In case you have never visited Lima before, Lima is in many ways, a lovely city – it has fantastic views of the Pacific Ocean (you can surf right from the local beaches), great food, and vibrant neighborhoods, including a historic city center with Spanish architecture and churches. On the other hand, Lima is also know for its terrible traffic, unplanned urban growth, and informality.

As an urban development specialist, I can’t help but wonder how Lima could be better organized so residents can better enjoy all of the services and amenities the city has to offer. Is it possible?

Our commitment to the people of Afghanistan stays strong

Annette Dixon's picture
Despite government efforts with support from the international community, Afghanistan's development needs remain massive. Photo Credit: Rumi Consultancy/ World Bank

I am still shaken and saddened by the many lives lost to the attacks in Kabul two weeks ago and since then there has been more violence. As we grieve these tragedies, now is the time to stand strong with the people of Afghanistan and renew our commitment to build a peaceful and prosperous country.

To that end, we announced this week a new financing package of more than half-a-billion dollars to help Afghanistan through its struggle to end poverty, increase opportunity to help stabilize the country, and ensure all its citizens can access basic services during a time of economic uncertainty.

Afghanistan has come a long way since 2001 and achieved much progress under extremely challenging circumstances. Life expectancy has increased from 44 to 60 years, maternal mortality has decreased by more than three quarters and the country now boasts 18 million mobile phone subscribers, up from almost none in 2001.

Yet, the development needs in Afghanistan remain massive. Nearly 40 percent of Afghans live in poverty and almost 70 percent of the population are illiterate. The country needs to create new jobs for about 400,000 people entering the labor market each year. The situation is made more challenging by the return of around 5.8 million refugees and 1.2 million internally displaced people.

Our new support is in line with our belief that Afghanistan’s economic and social progress can also help it address security challenges.  Our financing package meets the pressing needs of returning refugees, expands private-sector opportunities for the poor, boosts the development of five cities, expands electrification, improves food security, and builds rural roads.

Motorization and its discontents

Roger Gorham's picture
Photo: Sarah Farat/World Bank
They say a picture is worth a thousand words.  While visiting the World Bank library the other day, I was struck by how many development publications featured pictures of motor vehicles on their covers, even though most of them covered topics that had little to do with transport.  The setting and tone of the pictures varied – sometimes they showed a lone car on a rural highway, sometimes congested vehicles in urban traffic, and sometimes a car displayed proudly as a status symbol – but the prevalence of motorized vehicles as a visual metaphor for development was unmistakable to me: in the public imagination, consciously or otherwise, many people associate development with more use of motorized vehicles.

Indeed, motorization – the process of adopting and using motor vehicles as a core part of economic and daily life – is closely linked with other dimensions of development such as urbanization and industrialization.

Motorization, however, is a double-edged sword.

For many households, being able to afford their own vehicle is often perceived as the key to accessing more jobs, more services, more opportunities—not to mention a status symbol. Likewise, vehicles can unlock possibilities for firms and individual entrepreneurs such as the young man from Uganda pictured on the right, proudly showing off his brand new boda boda (motorcycle taxi). 

But motorization also comes with a serious downside, in terms of challenges that many governments have difficulty managing.  Motor vehicles can undermine the livability of cities by cluttering up roads and open spaces—the scene of chaos and gridlock in the picture below, from Accra, is a telling example. In addition, vehicles create significant safety hazards for occupants and bystanders alike… in many developing countries, road deaths have effectively reached epidemic proportions. From an environmental standpoint, motorized transport is, of course, a major contributor to urban air pollution and greenhouse gas emissions. Lastly, motorization contributes to countries' hard currency challenges by exacerbating their long-term demand for petroleum products.

Given these challenges, how are developing countries going to align their motorization trajectories with their development goals?  What should the World Bank advise our clients about how to manage this process?

There are otters in the city

Ede Ijjasz-Vasquez's picture

Photo by budak via Flickr CC

When a family of 10 smooth-coated otters appeared in Singapore’s urban downtown of Marina Bay last year, the city was ablaze with excitement and delight. Who would have thought that these otters would make a dense urban environment like Singapore home? After all, otters were thought to have vanished in the 1970s as Singapore rapidly developed into a dense metropolis.
 
Was this a fad? Probably. Was this a big deal? Absolutely. In a small city-state where land is considered a scarce resource, the tension between urban development and biodiversity conservation can be very pronounced. This was not the case in Singapore. Between 1986 and 2010, as Singapore’s urban population doubled from 2.7 to 5 million, its green cover also increased from 36% to 50%, all within the confines of just 710 square kilometers. The increase in green cover in urbanized Singapore was seen as a sign that the efforts by the urban planning agency, parks and water management boards had paid off, and a testament that the natural environment could be indeed be integrated effectively into the urban fabric of the city.
 
Today is World Environment Day. This year, it celebrates the theme of “connecting people to nature,” and invites us to think about how we are part of nature—and how intimately we depend on it.

How is Medellin a model of urban transformation and social resilience?

Ede Ijjasz-Vasquez's picture
Medellin, Colombia is experiencing an extraordinary transformation. Although it was known during the 1980s and most of the 1990s as the most violent city of the world, the city is putting those years behind by working toward building a more inclusive, vibrant, and resilient city.

The city of Medellin has successfully implemented an integrated and multi-sector approach that has included a combination of violence prevention programs and a deep commitment of its people to build a prosperous, inclusive and livable city. For that reason, the experience of Medellin in integral urban transformation and social resilience attracts intense interest from other cities around the world. 
 
This week (May 29 to June 2, 2017), representatives from more than 35 cities are in Medellin sharing different methodologies and experiences with respect to security, coexistence, and resilience. This “Medellin Lab” is the first living laboratory program in Colombia, organized by Medellin’s International Cooperation and Investment Agency (ACI), the World Bank, USAID, and the Rockefeller foundation’s 100 Resilient Cities network.  

In this video, Santiago Uribe, the Chief Resilience Officer (CRO) of the City of Medellin, as well as the World Bank’s Senior Director Ede Ijjasz-Vasquez (@Ede_WBG) tell us a bit more about the experience of the Medellin Lab and the impact of innovative urban infrastructure in combatting crime and violence in low-income communities.
 
 
 

When it comes to developing Africa’s cities, “grow dirty now, clean up later” is not an option

Ede Ijjasz-Vasquez's picture
Africa’s cities have grown at an average rate of 4% per year over the past 20 years. While rapid urbanization has helped reduce poverty and improve livelihoods in the region, it is putting increasing pressure on Africa’s natural environment and sustainable development.
 
[Download a newly launched report—Greening Africa’s Cities—to learn more about the interplay between urbanization and sustainability in Africa.]
 
Take Kampala, Uganda as an example. It is estimated that only 5% of the city’s population is connected to the sewer network, with 95% of the population having access to basic on-site, mostly shared, sanitation. As a result, the volumes of flows entering the city’s Nakivubo wetland channels have increased significantly with contaminated runoff from informal areas and partially treated wastewater from the overburdened sewage works. This has significant negative impacts on human health, wetland and lake ecological function, as well as the cost of water supply to the city from Lake Victoria’s Inner Murchison Bay.
 
The city is considering rehabilitating the Nakivubo wetland, but it would cost US$53 million upfront, in addition to ongoing maintenance and operating costs of about US$3.6 million per year. Although benefits would include water treatment cost savings of US$1 million and recreational benefits exceeding US$22 million per year, it is now too costly and impractical to restore the wetland to a state where benefits can be achieved.

Sustainable mobility: can the world speak with one voice?

Nancy Vandycke's picture

 
The transport sector is changing at breakneck speed.
 
By 2030, global passenger traffic is set to rise by 50%, and freight volume by 70%. By 2050, we will have twice as many vehicles on the road, with most of the increase coming from emerging markets, where steady economic expansion is creating new lifestyle expectations and mobility aspirations. Mega-projects like China’s One Belt, One Road could connect more than half of the world’s population, and roughly a quarter of the goods that move around the globe by land and sea.
 
These transformations create a unique opportunity to improve the lives and livelihoods of billions of people by facilitating access to jobs, markets, and essential services such as healthcare or education.
 
But the growth of the transport sector could also come at the cost of higher fossil fuel use and greenhouse gas emissions, increasing air and noise pollution, a growing number of road fatalities, and worsening inequities in access.
 
Although these are, of course, global challenges, developing countries are disproportionately affected.
 
The vast majority of the one billion people who still don’t have access to an all-weather road live in the developing world. Although low and middle-income countries are home to only 54% of the world’s vehicles, they account for 90% of the 1.25 million road deaths occurring every year. If we don’t take action now, transport emissions from emerging markets could triple by 2050, and would make up 75% of the global total.
 
While the case for sustainable mobility is evident, the sector still lacks coherence and clear objectives. There is a way forward, but it requires pro-active cooperation between all stakeholders.
 
That’s what motivated the creation of Sustainable Mobility for All (SuM4All), a partnership between a wide range of global actors determined to speak with one voice and steer mobility in the right direction.
 
SuM4All partners include Multilateral Development Banks, United Nations Agencies, bilateral organizations, non-governmental organizations, civil society organizations, and is open to other important entities such as national governments and private companies. Together, these organizations can pool their capacity and experience to orient policymaking, turn ideas into action, and mobilize financing.

To build resilient cities, we must treat substandard housing as a life-or-death emergency

Luis Triveno's picture

Also available in: Español

Damaged houses in Long Island, New York after Hurricane Sandy. Photo by UNISDR.

The scene is as familiar as it is tragic: A devastating hurricane or earthquake strikes a populated area in a poor country, inflicting a high number of casualties, overwhelming the resources and capacity of rescue teams and hospital emergency rooms. First responders must resort to “triage” – the medical strategy of maximizing the efficient use of existing resources to save lives, while minimizing the number of deaths. 

But if governments could apply triage to substandard housing, medical triage would be a much less frequent occurrence – because in the developing world, it is mainly housing that kills people, not disasters.
 
Worldwide, most injuries and deaths from natural disasters are a result of substandard housing. In Latin America and the Caribbean, for example, one-third of the population – 200 million people – lives in informal settlements, which are densely packed with deadly housing units. In 2010, when the 7.0-magnitude Haiti earthquake killed 260,000 people, 70% of damages were related to housing. Similarly, it’s estimated that if an 8.0-magnitude earthquake hit Peru, 80% of the economic losses would be to housing.
 
But the story in rich countries is different. In the past 10 years, high-income countries experienced 47% of disasters worldwide, but accounted for only 7% of fatalities.

Who shares in the European sharing economy?

Hernan Winkler's picture
Data on the sharing economy (Uber, Airbnb and so on) are scarce, but a recent study estimates that the revenue growth of these platforms has been dramatic. In the European Union (EU), the total revenue from the shared economy increased from around 1 billion euros in 2013 to 3.6 billion euros in 2015. While this estimate may equal just 0.2% of EU GDP, recent trends indicate a continued, rapid expansion.

This is important, as the sharing economy has the potential to bring efficiency gains and improve the welfare of many individuals in the region.

This can also generate important disruptions.

While online platforms represent a small fraction of overall incomes, the share of individuals participating in these platforms is large in many European countries. For example, roughly 1 in 3 people in France and Ireland have used a sharing economy platform, while at least 1 in 10 have in Central and Northern Europe (see figure below).

At the same time, the share of the population that has used these platforms to offer services and earn an income is also significant, reaching 10% or more in France, Latvia, and Croatia. This means that at least one out of every ten adults in these countries worked as a driver for a ride-sharing platform such as Uber, rented out a room of his or her house using a peer-to-peer rental platform such as Airbnb, or provided ICT services through an online freelancing platform such as Upwork, to name a few examples.

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