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Sustainable Communities

Is it too early to agree on SDG indicators for transport?

Muneeza Mehmood Alam's picture

 
In March, the international community of statisticians will gather in New York and Ottawa to discuss and agree on a global indicator framework for the 17 Sustainable Development Goals and the 169 targets of the “2030 Agenda for Sustainable Development”. The task at hand is ambitious. In 2015, heads of state from around the world committed to do nothing less than “transform our world”. Monitoring progress towards this ambition is essential, but technically and politically challenging: it will require endorsement from all UN Member States on how to measure progress. In March, it will be the second attempt at getting this endorsement.

Why is it important? “What gets measured, gets done”. Measuring progress is essential for transparency and accountability. It allows us to understand our accomplishments and failures along the way, and identify corrective measures and actions—in short, it allows us to get things done.

What is the issue? Politically, the SDG process has been country led. This means that countries—and not international agencies, as in the case of the Millennium Development Goals—have guided the whole SDG process, including leading discussions and the selection of goals, targets and indicators.   Technically, the development of a robust and high-quality indicator framework is highly complex: the indicator should align closely with each target, have an agreed-upon methodology, and have global coverage. In reality, many indicators do not. For example, the indicator proposed to measure the 11.2 SDG target (“By 2030, provide access to safe, affordable, accessible and sustainable transport systems for all”) is the “proportion of population that has convenient access to public transport”. Data is not yet available for this indicator. Additional indicators may be needed to cover all aspects of the target.

A new partnership to enhance the climate resilience of transport infrastructure

Shomik Mehndiratta's picture
Photo: Norsez Oh/Flickr
Since 2002, more than 260,000 kilometers of road were constructed or rehabilitated by World Bank supported projects. For these investments, and future Bank transport investments to really realize their intended impact supporting the Bank to achieve its twin goals, we believe it is critical that they are resilient to climate and possible climate change.
 
Already transport damages and losses often make up a significant proportion of the economic impacts of disasters, frequently surpassing destruction to housing and agriculture in value terms. For example, a fiscal disaster risk assessment in Sri Lanka highlighted that over 1/3 of all damages and losses over the past 15 years were to the transport network. Damage is sustained not only by road surfaces or structures, but also by bridges, culverts, and other drainage works, while losses occur when breaks in transport links lead to reduced economic activity.
 
Along with additional stress from swelling urban populations worldwide, rising sea levels, changes in temperatures and rain patterns, and increasing severity and frequency of floods and storm events are the key climate change factors that make conditions more volatile. Ultimately it is these scenarios and their potential outcomes that threaten the longevity and functionality of much existing transport infrastructure. Indeed, damage to transport infrastructure and consequent disruption to communities from climactic events is a growing threat.
 
Compounding the challenge of addressing these conditions is the difficulty that exists in precisely forecasting the magnitude, and in some cases the direction, of changing climactic parameters for any particular location. Meanwhile, the risk of wasting scarce resources by ‘over designing’ is as real as the dangers of climate damage to under designed infrastructure.
 
To identify the optimal response of our client governments to this threat and to ensure that all transport infrastructure supported by the Bank is disaster and climate resilient, we have created a joint partnership between the Bank’s transport and disaster risk management (DRM) communities – a partnership of complementary expertise to identify practical cost-effective approaches to an evolving challenge. We have come together to better define where roads and other transport assets should be built, how they should be maintained, and how they can be repaired quickly after a disaster to enable swift recovery.

How can Kenya achieve a sustainable urban future?

Ede Ijjasz-Vasquez's picture
Cities in Africa are growing at unprecedented speeds. In Kenya, about 12 million of the country’s over 40 million people live in urban areas today. However, a child born in 2017 will see Kenya’s urban population double to 24 million by 2035 and more than triple to 40 million by 2050. A World Bank report titled “Kenya Urbanization Review” projects that by that time, about half of Kenyans will be living in cities, and Kenya’s urban population will be nearly as large as the country’s entire population today. Kenya’s urban transition has begun.
 
Despite many advantages including an ambitious program for devolution, the challenges for a smooth urbanization process remain multifaceted for Kenya:
  • Access to services remains low;
  • Informality of human settlements and jobs predominate; and
  • Poorly functioning land markets make investing in housing and infrastructure expensive and inefficient. 
The Kenya Urbanization Review points to some policy recommendations that can help Kenya ensure the smoothest transition possible during its ongoing urbanization process.

In this video, Senior Director Ede Ijjasz-Vasquez weighs in on Kenya’s urbanization challenges, focusing on urban finance, land and planning institutions, and urban governance, as he discusses the main messages of the Kenya Urbanization Review.

Video: Courtesy of Arimus Media

How urban start-up ecosystems help cities adapt to economic transformations

Victor Mulas's picture

Entrepreneurs at mLab East Africa, Nairobi, Kenya. Supported by the World Bank’s infoDev program, this business incubation center provides knowledge and networking opportunities to local digital start-ups. © infoDev / World Bank 



Start-up ecosystems are emerging in urban areas across the world. Today, a technology-based start-up develops a functioning prototype with as little as $3,000, six weeks of work, and a working Internet connection.
 
Entrepreneurs are not seeking large investments in hardware or office space. Rather, they look for access to professional networks, mentors, interdisciplinary learning, and diverse talent. Cities are best suited to meet their needs, as they provide diversity and allow for constant interaction and collaboration. Thus, the shift caused by the so-called “fourth industrial revolution” makes cities the new ground for organic innovation.
 
The urban innovation model can be applied in cities in both developed and developing countries. The same trends are driving the urbanization of organic innovation ecosystems in New York City, London, Stockholm, Mumbai, Buenos Aires and Nairobi. This presents a great opportunity for developing countries to build innovation ecosystems in cities and create communities of entrepreneurs to support the creation of new sectors and businesses.
 
But while some cities have organically developed urban innovation ecosystems, nurturing a sustainable and scalable ecosystem usually requires determined action. Moreover, not all cities are building their innovation ecosystems at the same pace.
 
To support a local innovation ecosystem and accelerate its growth cities can promote collaboration through creative spaces and support networks, while also hosting competitions to solve local problems. 

Land at the heart of Myanmar’s transition: Part 2

Anna Wellenstein's picture

Also available in Myanmar (.pdf)

 

Mike-Petteri Torhonen / World Bank



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.

Campaign Art: #GirlsNotBrides

Darejani Markozashvili's picture
People, Spaces, Deliberation bloggers present exceptional campaign art from all over the world. These examples are meant to inspire.

Child marriage is a violation of human rights and needs to be addressed worldwide by citizens, community organizations, local, and federal government agencies, as well as international organizations and civil society groups. Child marriage cuts across borders, religions, cultures, and ethnicities and can be found all over the world. Although sometimes boys are subjected to early marriage, girls are far more likely to be married at a young age.

This is where we stand today: in developing countries, 1 in every 3 girls is married before the age of 18. And 1 in nine girls is married before turning 15. Try looking at it this way: the United Nations Population Fund (UNFPA) estimates that if current trends continue, worldwide, 142 million girls will be married by 2020. Another prediction from a global partnership called Girls Not Brides suggests, that if there is no reduction in child marriages, the global number of child brides will reach 1.2 billion by 2050.

Why is this such a critical issue? Child marriage undermines global effort to reduce poverty and boost shared prosperity, as it traps vulnerable individuals in a cycle of poverty. Child marriage deprives girls of educational opportunities. Often times, when girls are married at a young age, they are more likely to drop out of school and are at a higher risk of death due to early childbirth. According to the World Health Organization, complications during pregnancy and childbirth are the second cause of death for 15-19 year-old girls globally.  

In order to raise awareness about child marriage in the Middle East, a Lebanon-based organization, KAFA, produced this video as a social experiment.
Social epxeriment by KAFA

Source: KAFA Lebanon

The ABCs of digital jobs in South Asia

Anna O'Donnell's picture
How Can South Asia’s Youth Plug into Digital Jobs of the Future?

Over the past several years, innovations in information and communication technologies have fundamentally changed the nature of work.

This has created new opportunities in digital employment for workers and employers in South Asia and beyond.

So what are the pathways to this new employment?

During a recent Facebook live chat on digital jobs, we explored three themes related to the digital jobs of the future. First, we discussed where the digital jobs of the future are. Second, we discussed how South Asia is uniquely positioned to benefit from the growth of these jobs. And finally, we discussed how to get started in the digital economy by finding relevant training and learning opportunities.

Here’s an overview of our discussion in five points:
 
1. What are digital jobs?

Digital jobs fall into two categories: jobs within the IT or digital industries, and what are termed digital society jobs. Digital industry jobs include those such as computer programmer, mobile app developer, graphic designer and other jobs where information and communication technologies are the core tool to perform the job functions. However, technology is also changing what we call digital society jobs, where technology is maybe not core to the job functions, but makes more you more efficient and productive, and improves access to markets and networks.

2. What is driving the emergence of these new digital jobs?

The rapid rise in connectivity that is linking more and more people to the internet is changing employment. Today, many jobs can be performed through computers, with workers telecommuting from almost anywhere in the world. Many business processes are being broken down into task based work, and which can be farmed out to people with the skills to do them, anywhere the world. Some of these tasks need higher-level skills, and can pay well – especially compared with many developing countries’ wage levels. But there are also simpler tasks that many more people, even those with limited skills, can do. This mix creates the opportunity to include more people in the global digital economy, while also creating pathways towards better paying and higher quality work for those who perform well and pick up in-demand skills.

Three misconceptions in the way of better housing policies

Luis Triveno's picture
Also available in: 中文

Photo by Dominic Chavez / World Bank

​While the need for housing is widespread, individually people have different needs—depending on whether they are single, married, senior citizens, families with children, or members with disabilities. Despite the best of intentions of policymakers, "a roof overhead" remains an elusive goal for a large majority of the world’s people. Most households cannot afford even the cheapest house that fits their needs and qualifies as “decent,” and no government alone can close this gap with subsidies. Nor are we on track to build the 300 million new houses needed to close the housing gap by 2030.

What’s missing? At least three misconceptions stand in the way of better housing policies: 
 

From Nairobi to Manila, mobile phones are changing the lives of bus riders

Shomik Mehndiratta's picture

Every day around the world, millions of people rely on buses to get around. In many cities, these services carry the bulk of urban trips, especially in Africa and Latin America. They are known by many different names—matatus, dalalas, minibus taxis, colectivos, diablos rojos, micros, etc.—but all have one thing in common: they are either hardly regulated… or not regulated at all. Although buses play a critical role in the daily life of many urban dwellers, there are a variety of complaints that have spurred calls for improvement and reform. For users, the lack of information and visibility on services has been a fundamental concern. Having to pay separately for each ride disproportionately hurts the poor traveling from the periphery, who often have to catch several buses to reach the center. The vehicles are old and sometimes unsafe. Adding to concerns about safety, bus drivers compete with each other for passengers in what is known in Latin America as the “guerra del centavo” or “penny war”. Non-users, planners, and city authorities also complain about the pollution and accidents caused by these drivers as well as the congestion generated by the ‘wall of buses’ on key city arterials.
 
To address these issues, cities have attempted to reform these informal bus services by setting up concession contracts and bring multiple bus owners and operators together under formal companies (refer to the attached note: Bus Reform in Developing Countries—Reflections on the Experience thus Far). But even though some of them have made great strides in revamping their bus services (particularly by implementing Bus Rapid Transit systems), the overall success of these attempts has been limited, and unregulated buses remain, in countless cities, a vital component of the urban transport ecosystem.
 
However, we are now witnessing a different, more organic kind of change that is disrupting the world of informal buses using ubiquitous cheap sensors and mobile technology.

Modernizing property registration: Four lessons we can learn from Russia

Wael Zakout's picture
 Wael Zakout

I just came back from a trip to Russia. Back in 2006 and 2007, I had traveled to Russia frequently as the lead for the Cadastre Development Project. This time - as a Global Lead for Land and Geospatial at the World Bank - I saw something I did not expect to see.

Privatization of real-estate properties and protecting property rights became two important pillars of transformation following the end of the Soviet era. But, while they were important policy goals in the 1990s, the system did not really function properly: rights were not fully protected and people waited for many months to register property transactions.

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