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Follow the moving carbon: A strategy to mitigate emissions from transport

Shomik Mehndiratta's picture


To learn more about the future of sustainable mobility, don't miss Transforming Transportation 2017 on January 12-13. Click here to watch the event live and submit your questions to our experts.

 
Transport currently accounts for 23% of energy-related carbon emissions--equivalent to 7.3 gigatons of CO2 globally in 2013—and, unfortunately, ranks among the fastest growing sources of such emissions.

If we’re serious about bucking the trend and reducing the environmental footprint of the sector, we first need to understand where transport emissions come from, and how they will evolve. If you take out the 1 GT of CO2 emissions released by the aviation and maritime industry for international transport, about 6 GT of transport emissions are classified as “domestically generated.” Today, the share of domestically generated emissions is split pretty much evenly between developed and developing countries: high-income OECD countries account for about 3 GT, while non-OECD countries are responsible for another 3 GT.

However, under a business-as-usual scenario, this breakdown is expected to change dramatically. Without bold action to make transport greener, emissions from emerging markets are poised to grow threefold by 2050, and would then make some 75% of the global total. Domestically generated emissions from OECD countries, in comparison, should rise by a more modest 17%.

The share of each mode in overall transport emissions also differs depending on which part of the world you’re looking at: while 2/3 of emissions in OECD countries are from cars, freight and particularly trucking is currently more important in the context of emerging markets.  Trucks actually generate over 40% of transport emissions in China, India Latin America and Africa.

Let’s build the infrastructure that no hurricane can erase

Luis Triveno's picture
Hati after Hurrican Matthew
Hurricane Matthew destroyed an estimated 90% of homes in Haiti's Grande Anse department. Stronger public knowledge infrastructure can help better facilitate post-disaster recovery.
(Photo: EU Delegation to the Republic of Haiti)
The news from Haiti about the aftermath of Hurricane Matthew is a familiar story: more chaos, rubble, and loss of life from another natural disaster. Though recent improvements to Haiti’s infrastructure at the local level kept the death toll at 534—3,000 died in the 2004 hurricane; more than 200,000 in the 2010 earthquake—the number is still way too high.
 
Worldwide, natural disasters claimed 1.3 million lives between 1992 and 2012, with earthquakes accounting for 60%of disaster deaths in low- and middle-income countries, where the preponderance of sub-standard housing increases the risks. Today, 1.2 billion people live in substandard housing. By 2030, this figure will almost triple.
 
The good news is that most of those deaths and property losses can be prevented. In 2003, for example, within three days of each other, earthquakes of similar magnitude struck Paso Robles, California and Bam, Iran. The death toll in Bam was 40,000—nearly half the city’s population. Two people died in Paso Robles.
 
Even when destruction does take place, proper planning and measures can ensure a speedy recovery.

10 candid career questions with PPP professionals – Mark Jamison

Mark Jamison's picture



Editor's Note: 
Welcome to the “10 Candid Career Questions” series, introducing you to the PPP professionals who do the deals, analyze the data, and strategize on the next big thing. Each of them followed a different path into PPP practice, and this series offers an inside look at their backgrounds, motivations, and choices. Each blogger receives the same 15 questions and answers 10 or more that tell their PPP career story candidly and without jargon. We believe you’ll be as surprised and inspired as we were.  

Social enterprise and infrastructure morality

John Kjorstad's picture


Photo Credit: Kathleen Bence via Flickr Creative Commons

I’ve been looking for a good definition of social enterprise. The information overlords at Google and Wikipedia suggested this:

“A social enterprise is an organization that applies commercial strategies to maximize improvements in human and environmental well-being—this may include maximizing social impact alongside profits for external shareholders.”

That’s a pretty broad and somewhat unsatisfying definition. I mean: “What organization in the 21st century wouldn’t put human and environmental development, social impact and profit high on their agenda?” – (He asks naïvely.)

Infrastructure professionals think a lot about social enterprise, but in a slightly different way. There is of course the unrelated term “social infrastructure,” which broadly covers public services such as healthcare, education, leisure and other government services. But really what we think about when it comes to social enterprise is “infrastructure morality.”

Where do the world’s talents immigrate to?

Bassam Sebti's picture


"We’re the nation that just had six of our scientists and researchers win Nobel Prizes—and every one of them was an immigrant," U.S. President Barack Obama recently said after the Nobel Prize winners were announced.
 
The Internet was abuzz about it, and how could it not be?
 
The announcement couldn’t come at a better time. Not only are US Nobel laureates immigrants, but also the country has been identified as one of four where the world’s high-skilled immigrants are increasingly living, according to a new World Bank research article. The other three countries are the United Kingdom, Canada and Australia.

Key climate messages from a day at the UN General Assembly

Max Thabiso Edkins's picture



September 21 was a great day for advancing climate action at the United Nations. The day kicked off with the High-level Event on the Entry into Force of the Paris Agreement, hosted by Secretary-General Ban Ki-moon in the General Assembly. Ban Ki-moon declared that more than 55 countries had formally joined the Paris Agreement on climate change signed by world leaders this past April, thus officially crossing one of the two thresholds required to bring into force the landmark pact that seeks to put the world on a path towards low-carbon growth and a more sustainable future.

“There is no time to waste. Today will take us one step closer to bringing the Paris Agreement into force this year,” the UN chief stressed. With the recent announcement that India is committed to ratifying the Paris Agreement, it looks like it is increasingly a done deal.

Financing the future of America's infrastructure through PPPs

Doug Maher's picture

Photo Credit: Mark Anderson via Flickr Creative Commons

If you live in urban areas – which, according to the U.S. Census Bureau, over 80% of Americans do – you know the feelings associated with traffic. Busy roadways and overcrowded public transit lines are just some of the many consequences of the increased need for infrastructure investment in the U.S. To grow sustainably, cities must continue to make major investments in infrastructure – across healthcare, transportation, utilities, buildings, energy and even within our industrial base.

Harvard Kennedy School and IFC team up for senior training on PPPs and project finance

Isabel Chatterton's picture

I recently had the chance to get to know dozens of forward-thinking, dynamic individuals from the public and private sectors. Despite their varied backgrounds, resumes, and perspectives, they shared one thing in common: they have all been influential in shaping the Asia Pacific PPP landscape. Our gathering was part of the IFC PPP Transaction Advisory Services Unit’s four-day Senior Training Program on PPPs and Project Finance, in collaboration with the Harvard Kennedy School in Singapore.

All of the participants – government representatives, donors, private sector clients, World Bank and MIGA staff, as well as senior IFC staff -- offered a different view on how best to combat today’s global PPP challenges. We captured a few key insights from the training program to share with others:

Can transit-oriented development change travel behavior in cities?

Wanli Fang's picture
Photo: Marius Godoi/Shutterstock
It is pretty easy to understand how and why land use patterns around public transit stations can influence the way we move around the city.

As more and more people live and work in a neighborhood with a limited land area, it becomes increasingly challenging to drive around without encountering congestion or to find a parking space easily. In this situation, public transit and non-motorized transport (NMT) become attractive alternatives for people who otherwise are reluctant to give up the comfort and flexibility of driving.

Conversely, as street blocks get bigger, people may find it takes too long to access public transit stations, which discourages the use of public transport facilities.

As straightforward as the logic may sound, the nature and magnitude of such influence are yet to be evaluated with solid empirical evidence. To take a closer look at the linkages between land use and travel behavior, I decided to study the case of Boston in the United States. I chose Boston because it boasts an effective public transit system, and was one of the first American cities to embrace transit-oriented development (TOD), an urban planning approach that promotes compact and mixed use development around public transit facilities.

Income inequality and differential mortality: An ominous combination

Patricio V. Marquez's picture

A man smokes in Indonesia. © Curt Carnemark/World Bank

It is safe to argue that the issue of income and wealth inequality is nowadays at the center of political debate across the world. Leading intellectuals such as Thomas Piketty in his seminal work, “Capital in the Twenty-First Century,” and Joseph Stiglitz in “The Price of Inequality” have rigorously analyzed the evolution of this social phenomenon and argued that increased inequality and lack of opportunity are creating divided societies that are endangering the future of nations.

Those working in public health have for years documented and discussed how low and decreasing incomes, decline in standards of living, and lack of or limited access health care and other essential services contribute to inequalities in health, manifested in a widening gap in life expectancy between the rich and the poor.


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