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Photo: Dominic Chavez / International Finance Corporation
In the early 1990s, Colombia’s road infrastructure was a maze of poorly maintained roads and bad highways. Difficult geography—the Pacific coast jungle and the Andes branching out into three chains—made it harder to improve road conditions and connect isolated communities. Conflict, corruption, and short-term political priorities contributed to the problems plaguing Colombia’s road system. But just as influential were the problems with the nation’s existing concession contracts that had wrong incentives, created opportunities for renegotiating signed contracts, and assigned unproportioned demand risk to the Government of Colombia.
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The first time a World Bank education team tried classroom observations in Brazil, it nearly provoked a state-wide teachers’ strike. It was October 2009 in the northeast state of Pernambuco and two members of the team, Barbara Bruns and Madalena Dos Santos, had handed out stopwatches to school supervisors newly trained in using the Stallings “classroom snapshot” method to measure teacher activities.
Two days later, the stopwatches were on the front page of Pernambuco’s leading newspaper: the teachers’ union called for a state-wide strike to protest an evaluation tool they dubbed the “Stalin method.”
“I thought the grant money we had used to train observers was down the drain,” recalled Bruns, a World Bank retiree now a visiting Fellow at the Center for Global Development. “But the governor, Eduardo Campos, was unfazed. He publicly declared: ‘No one is going to stop me and my secretariat from going into public schools to figure out how to make them better.’ The union backed down and the fieldwork went ahead.”
Invented over a century ago for exploring mountainous regions, aerial cable cars have recently made an appearance in several big cities, where they are being used as an alternative to conventional urban transport modes. This technology uses electrically-propelled steel cables to move suspended cars (or cabins) between terminals at different elevation points.
The tipping point. The emergence of cable cars in urban transport is fairly new. Medellín, Colombia pioneered the use of cable cars for urban transport when it opened its first “Metrocable” line in 2004. Since then, urban cable cars have grown in popularity around the world, with recent projects in Latin America (Rio de Janeiro, Caracas, Guayaquil, Santo Domingo, La Paz, and Medellín), Asia (Yeosu, South Korea, Taiwan, Hong Kong), Africa (Lagos, Constantine), and Europe (London, Koblenz, Bolzano). Cable cars can be an attractive urban transport solution to connect communities together when geographical barriers such as hills and rivers make other modes infeasible.
I believe that people who are constantly on the lookout for new models of education should also look to the past at something that was started over 40 years ago. In the 1970s, the “New School” model was born in rural Colombia.
New School – Escuela Nueva in Spanish – is recognized for its innovative nature and for improving the education of millions of children around the world. Originally designed to provide cost-effective schooling to small rural schools in Colombia, it focused on cooperative learning and leadership, feedback, social interaction – all now hallmarks of so-called 21st century learning.
This is the seventeenth, and penultimate, of this year’s job market series.
Research question and motivation
That early-life events can affect adult outcomes is now well established. Lifelong health, education, and wages are all shaped by events of the in-utero and early-childhood environments (Barker 1992; Cunha and Heckman, 2007; Almond et al., 2017). To the extent that adverse shocks can often not be prevented, a key task for researchers and policymakers is to ascertain the potential for and degree of mitigation: Could investing in children's health and education help reduce gaps caused by early-life adversities?
In my job-market paper, we study whether the returns on human capital investments on children differ by exposure to adverse early-life shocks. We focus on two shocks that significantly affect households in developing countries: adverse weather shocks -- i.e., floods and droughts, which reduce children's initial skills--, and the introduction of conditional cash transfers (CCTs), which provide monetary subsidies to families with young children conditional on investments in children's health and education. In particular, we provide empirical evidence on how the effects of CCTs on children's long-term educational outcomes interact with children's early-life exposure to adverse weather shocks.
This is the fifth in this year’s job market series.
By 2050, 2.5 billion people will move into cities with the vast majority doing so in the developing world (United Nations 2014). This has the potential to lift millions out of poverty by increasing the productivity of firms and workers who benefit from agglomeration. However, rapid and unplanned growth can lead to sprawling, inefficient cities with hours wasted stuck in traffic. Governments will spend vast sums on mass transit systems to reduce commute times (McKinsey 2016), but measuring their benefits is challenging. While individuals save time on any particular commute, their decisions of where to live and work will change as new alternatives become attractive and land and labor markets adjust. The lack of detailed intra-city data in less developed countries coinciding with the construction of large transit systems makes evaluating their causal impact even more daunting.
In my job market paper, I ask the question: how large are the economic gains to improving public transit within cities and how are they distributed between low- and high-skilled workers? I construct detailed data across 2,800 census tracts from before and after the opening of the world’s largest Bus Rapid Transit (BRT) system–TransMilenio–in Bogotá, Colombia. I develop a new reduced form methodology derived from general equilibrium theory to empirically assess TransMilenio’s impact on city structure and use this framework to quantify its aggregate and distributional effects.
Children are often told that home is where to run inside when thunders hit or when the rain comes, and that home is a safe place. However, for billions of people in the world, it is not.
By 2030, it is estimated that 3 billion people will be at risk of losing a loved one or their homes—usually their most important assets—to natural disasters. In fact, the population living on flood plains or cyclone-prone coastlines is growing twice as faster as the population in safe homes in safer areas.
The 10 natural disasters causing the most property damages and losses in history have occurred since 2005. The damages and losses were highly concentrated in the housing sector. While the poor experience 11% of total of asset losses, they suffer 47% of all the well-being losses. Worse, natural disasters can lead to unnecessary losses of life, with earthquakes alone causing 44,585 deaths on average per year. This is an issue that policymakers and mayors need to address if they don’t want their achievements in poverty reduction to be erased by the next hurricane or earthquake.
The submissions – and we at the Global Platform for Sustainable Cities received more than 90 entries from over 40 countries around the world – are very revealing.
What the photographers tried to communicate was a need: both the urgent need for infrastructure that leads to more resilient, sustainable cities, or a need to aspire to greener ideals of building sustainable communities for all.
There is no better day than today, World Cities Day, for us to share with you the 10 finalists – including 3 winners and an honorable mention for climate action – of the photo competition.
In the winning photo by Yanick Folly, one can practically feel the chaos of a city in Benin, the smell of exhaust fumes as cars crawl up alongside motorcycles and pedestrians down narrow alleyways.
Yanick Folly (Benin) – Winner
The photo is also a reminder that cities are made of people. Any set of solutions for “sustainable cities” will have to make sense to a city’s inhabitants, who tread its streets daily.
In other photos, the aspiration is palpable.
Many of the photographers are nationals of developing countries from all over the world. Yet quite a few of them shared photos of cities we regard as environmentally friendly: Singapore, Amsterdam, London, and Paris... We saw many photos of parks in developed countries, and heard the same message: These green spaces and pedestrian walkways are what we want in a city.
Adedapo Adesemowo (UK / Nigeria)
We received photos of what many of us may categorize as rural areas, but we should reconsider these preconceptions: some “cities” in developing countries are little more than makeshift towns.
So, it is all the more reason why we are excited about this winning photo by Oyewolo Eyitayo from Nigeria. You might think this is an uneventful photograph of a typical urban suburb. Except that the half dirt roads are lined with solar panels.
Oyelowo Eyitayo (Nigeria) – Winner
- photo contest
- photo competition
- sustainable cities
- Global Platform for Sustainable Cities
- Sustainable Communities
- World Cities Day
- Urban Development
- Social Development
- Climate Change
- Latin America & Caribbean
- The World Region
- Middle East and North Africa
- South Asia
- East Asia and Pacific
- Lao People's Democratic Republic
- United Kingdom
The Latin America and the Caribbean region is moving quickly to introduce market incentives as a component of their climate change mitigation policy, for example, 24 countries have identified fiscal measures as a tool to implement their Nationally Determined Contributions (NDCs). However, without a doubt, the Pacific Alliance countries are leading the region.