In our previous post, we discussed some of the major land-related challenges facing Myanmar’s transition and development. In fact, resolving outstanding land issues will help the country achieve social cohesion and stability, poverty reduction, sustainable urbanization, as well as economic growth.
The government has already started taking measures to institute strong and effective land administration.
City governments invest a lot in job creation—they plan infrastructure, skills initiatives, and industry support with the goal to improve productivity and generate jobs and growth, especially in the high-skill sectors. Yet, there might be an important input to productivity that cities can pay more attention to: clean air.
Recent research suggests that a 10-unit increase in the air quality index decreases productivity by 0.35%. Seems marginal? This “productivity slow-down” costs the high-skill economy of China $2.2 billion per year for each additional 10 units of the air quality index.
The research in question studied the effect of air pollution on worker productivity in call centers in Shanghai and Nantong in China. The firm analyzed is Ctrip, one of the largest travel agencies in the country, employing more than 30,000 people. 50% of the workers’ pay is based on performance and the measures of productivity are very detailed and high frequency. The study concluded that there is a robust relationship between daily air pollution levels and worker productivity. On average, a 10-unit increase in the Air Quality Index (AQI) led to a 0.35% decline in the number of calls handled by a worker in a day at an AQI of 100. If we translate this to the entire Chinese high-skill industries, a 10-unit reduction of air pollution levels would increase the monetized value of improved productivity by $2.2 billion per year.
Urbanization and rising incomes have been driving rapid motorization across Asia, Africa, and Latin America. While cities are currently home to 50% of the global population, that proportion is expected to increase to 70% by 2050. At the same time, business-as-usual trends suggest we could see an additional 1 billon cars by 2050, most of which will have to squeeze into the already crowded streets of Indian, Chinese, and African cities.
If no action is taken, these cars threaten literally to choke tomorrow’s cities, bringing with them a host of negative consequences that would seriously undermine the overall benefits of urbanization: lowered productivity from constant congestion; local pollution and rising carbon emissions; road traffic deaths and injuries; rising inequity and social division.
However, after a century of relatively small incremental progress, disruptive changes in the world of automotive technology could have fundamental implications for sustainability.
What are these megatrends, and how can they reshape the future of urban mobility?
Mongolia has made good progress in its economic and political transitions during the last two decades, but this growth has not been fully translated into improved quality of public services, particularly for the poor and vulnerable. Despite the government’s legal and regulatory reforms to improve transparency and citizen participation in the management of public funds, the pace of implementation is still lagging.
As Mongolia suffers with economic instability due to external and internal circumstances, how can we improve performance of basic public services in a way that works well in the Mongolian context but also brings sustained outcomes?
Several of the government’s recent economic initiatives have the potential to kick-start Thailand’s economy. To achieve the economic transformation it has been aspiring for, having a skilled workforce and much more strategic investments in research and development (R&D) will be important.
Following nearly four decades of impressive economic growth at 7.7 percent, the Thai economy has slowed sharply to 3.3 percent over the last decade from 2005-2015. At this rate of growth, it would take Thailand well over two decades to achieve high-income status.
Ten years ago, Thailand was ahead of its neighbors and peers on virtually all the competitiveness indicators tracked by World Economic Forum in its Global Competitiveness rankings.
Today, other middle-income countries have caught up, while more advanced economies in the region have surged further ahead, particularly in technological readiness, higher education and training, innovation, financial market development, institutions, and business sophistication.
Struggles over land in Myanmar have been a defining characteristic of the country’s six decades of armed conflict.
In the past, government acquired lands for extracting natural resources, commercialized farming, and ambitious infrastructure projects, such as building of the new capital city of Nay Pyi Taw. Today, claims over land acquisition injustices dominate public discourse and the new government’s agenda. In parallel, infrastructure and institutions for land administration and property markets are grossly outdated and weak.
Transport infrastructure planning and design take into consideration men and women’s differences in travel needs, patterns, and behaviors to promote gender equality. But do these differences also affect how they use intelligent transport systems (ITS)?
When I searched online for “IC card” (integrated circuit card used to pay transit fares), I found the pictures below (see Figure 1). They illustrate one of the differences between men and women: men tend to travel carrying very little while women tend to carry one or several bags. When women get on a bus, they need to locate the card in their bag which may take some time and hold up the queue behind them. To save time, a simple modification to the IC card reader could facilitate the process by not requiring them to take it out of their purse for swiping.
During a recent trip to Udon Thani, we visited several small schools in the outskirts of the city. In several ways, these small schools were typical of Thailand’s 15,000 schools with less than 120 students.
In past decades, the schools had nearly three times as many students but, over time, their enrollment numbers had gradually fallen as a result of shrinking birth numbers; and with better roads that allowed some families to place their children in better schools located in Udon Thani city itself.
Several other schools were located in their close vicinity. In fact, a total of seven schools – many of which had also shrunk into small schools – were now located within a 3-kilometer radius.
The schools struggled to provide quality education for their students because they had a hard time attracting and retaining qualified teachers. During our visit, the principal of one of the schools explained that the school had no qualified English language teacher and that many of their teachers were recent, and mostly inexperienced university graduates. The principal feared that many of these new teachers would only stay at the school for a short while before seeking to move to Udon Thani city or another urban area, and to teach at a city school.