- Urban Development
- Social Development
- Private Sector Development
- Labor and Social Protection
- Information and Communication Technologies
- Global Economy
- Climate Change
- Agriculture and Rural Development
- The World Region
- South Asia
- Sri Lanka
The World Region
Scientists declared this past year as the warmest year on Earth since record-keeping began in 1880, and a series of scientific reports found glaciers melting and extreme weather events intensifying. There can be no doubt that this year world leaders must commit to transforming their economies to combat climate change.
In a couple of days, I’ll join leaders from the worlds of business, governments, politics, arts, and academia at the World Economic Forum in Davos, Switzerland. The Forum is one of the premier events for discussing global risks. Many if not most of these risks are identified in the Forum’s annual Global Risks report.
Accountability is an elusive concept, but understanding where it originates can help citizens find ways to hold governments accountable.
In the narrowest sense, accountability is equated with answerability; it refers to the obligation to give an account of one’s action to particular individuals, groups, or organizations. However, in a world where public administrators increasingly operate in intergovernmental networks and global coalitions, deciphering what constitutes accountability in public management has become a challenging task.
One of the simplest ways to unravel the mystery of accountability for public administrators is to trace back to the root sources; and examine how it unfolds across varying levels to affect governmental decision-making.
Air transport is an increasingly critical area for trade and trade facilitation. As such, our World Bank trade teams are always searching for global good practice and promising policy results.
This search recently brought us to Armenia, where an “Open Skies” policy has been in place since late 2013. For a country with a long legacy of tight regulations in its commercial aviation market, this new policy signaled a sharp break from tradition.
Although there are no single accepted definitions of Open Skies, it refers to a set of provisions typically agreed on a bilateral basis, that enable each party to set freely the number of flights, carriers, types of aircraft and destinations; but also pricing freedom, as well as establishing the conditions for fair competition and provisions for carriers to engage in commercial cooperation.
Armenia’ Open Skies policy is particularity important when considering the country’s historically limited connectivity with international markets – partly determined by geography, and partly determined by geopolitical considerations. Besides being landlocked, the country has open land borders with only two of its four neighboring countries.
Every year, more than 1.2 million people die in traffic crashes worldwide, equivalent to nearly eight Boeing 747 plane crashes every day. As developing economies grow and private car ownership becomes more mainstream, the number of associated crashes and fatalities will continue to rise.
The challenge of traffic safety often flies under the radar in cities, where the social and economic challenges of accommodating growing populations take precedent. Without meaningful change, however, the World Health Organization (WHO) projects that traffic crashes could become the fifth leading cause of premature death worldwide by 2030. This takes a particular toll on cities, which are already home nearly half of global traffic fatalities. City leaders must prioritize traffic safety measures to ensure that their citizens have safe, healthy and economically prosperous cities to call home.
With Urban Growth Comes Traffic Safety Challenges
While there are a number of factors that contribute to traffic crashes, two of the primary challenges are rising motorization trends in cities worldwide and the issue of road equity: the most vulnerable road users, including pedestrians and cyclists, are most impacted by traffic crashes. On top of that, these users, typically lower-income, don’t always have the power or capacity to create the necessary changes.
The number of privately owned cars on the road hit the one billion mark for the first time in 2010. If we continue business-as-usual, that number will reach an estimated 2.5 billion cars by 2050. All of these new cars will lead to an increase in traffic congestion in cities worldwide, increasing the probability of traffic crashes and resulting fatalities.
Accessibility offers a powerful lens to assess how a mobility system is serving an urban area. For example, road congestion is a more severe constraint in a dispersed setting with few transit, walking and cycling options (such as the Atlanta metropolitan area), compared to traditional mixed-use downtowns (such as New York City), where residents can access jobs and other opportunities walking, cycling and using mass transit.
Accessibility indicators are not just conceptually powerful – they are also easy to operationalize: the number of jobs accessible within a 60-minute timeframe is a popular and powerful indicator to evaluate how well the mobility system is serving a particular spatial area, or group of people (such as the most vulnerable).
For the first time in history, more than half of the world’s population lives in cities. Over 90 percent of urban growth is occurring in the developing world, adding an estimated 70 million new residents to urban areas each year. Demand for services in urban areas is therefore increasing exponentially, and the capacity of local governments to manage this demand is challenged.
Moreover, even though private sector has been successful in leveraging technology to improve service delivery and efficiency, governments have failed to fully embrace the benefits that these innovations bring. There is a growing need for governments to be able to deliver more services in a more efficient and effective way with limited resources. Cities need to innovate and create new tools and approaches.
We welcome 2015 confronting an all-too-familiar reality: there are still people in the world without access to sufficient and nutritional food. One in eight people go hungry every day, according to the United Nations, including an estimated one in six children under the age of five who is underweight. The situation is especially dire for those living in extreme poverty, whose inadequate access to technology, land, water, and other agricultural inputs routinely imperils their ability to produce or secure food for themselves and their families, especially as world food prices have risen in recent years.
On a scale of one to something-must-be-done-now, tackling this problem and ensuring food security remains among the most pressing development issues of our time. The good news is the first Millennium Development Goal to eradicate world hunger is achievable—and the target to halve it by the end of this year is close to being met. But governments have too often failed to meet their obligation to nurture an enabling environment for food security, and in some cases have actually made it worse.
Trade policy can be a proactive—rather than a reactive—tool in helping to ensure greater food security, a theme expounded in our recent publication entitled Trade Policy and Food Security: Improving Access to Food in Developing Countries in the Wake of High World Prices. Although world food prices have risen in real terms in recent years after three decades of decline, there is no global shortage of food. The problem is one of moving food, often across borders, from areas with a production surplus to those with a deficit, at prices that low-income consumers in developing countries can afford.
Since 2009, the World Bank's EduTech blog has attempted to "explore issues related to the use of information and communications technologies (ICTs) to benefit education in developing countries".
While the 30+ posts in 2014 spanned a wide range of topics, a few themes emerged again and again. The emerging relevance and use of mobile phones (in various ways and to various ends) in the education sector continued to be a regular area of discussion, as were efforts to collect (more, better) data to help us understand what is actually happening around the world related to technology use in education, with a specific interest in circumstances and contexts found in middle and low income 'developing' countries.
While technology use is typically considered a characteristic of more 'advanced' countries and education systems, the EduTech blog deliberately sought in 2014 to complicate this belief and bias a bit by looking at efforts specifically meant to be relevant (and which were in some cases indigenous) to some of the 'least advanced' places in the world.
Before getting on to this year's 'top ten' list, a few reminders (which might be familiar to some of you who have read the earlier annual EduTech blog round-ups: I've copied some of this verbatim):
- Posts on the EduTech blog are not meant to be exhaustive in their consideration of a given topic, but rather to point to interesting developments and pose some related questions that might be of interest.
- These blog posts should not be mistaken for peer-reviewed research or World Bank policy papers (although some of the content may later find its way into such publications). The views expressed on the EduTech blog are those of the author(s) alone, and not those of the World Bank. (In other words: Blame the guy who wrote them, and not his bosses or institution, for anything you find inaccurate or disagreeable here.)
- The blog itself is animated by a belief that, by 'thinking aloud in public', we can try (in an admittedly very modest but hopefully useful way) to open up conversations about various themes to wider audiences, sharing emerging thinking and discussions on topics that often have been, and regrettably often remain, discussed largely 'behind closed doors' within small circles of people and institutions.
OK, now on to the ...