How would you define the area of Indonesia’s capital city, Jakarta?
a: Simply using the administrative boundaries of the Special Capital Region of Jakarta?
b: Based on the extent and density of population?
c: Using nighttime lights data?
d: Or, what about a definition based on commuting flows as used in the U.S. approach to defining metropolitan statistical areas?
Globally, a growing number of cities spill across their administrative boundaries, meaning that many urban issues now need to be addressed at a metropolitan level. However, to do this, it is first necessary to delineate the “true” extent of a metro area. How else, after all, will policymakers be able to identify which local governments need to work together to provide transport and other essential public services?
For example, a Cairo-based startup called “Swvl” is disrupting commuting in the In the Middle East and North Africa region by mapping out commuters’ travel directions and enabling app-based, affordable bus rides that can compete with on-demand ride-hailing.
This is a question that cities around the world are trying to answer, as the 2030 Agenda for Sustainable Development advances disability-inclusive development – and makes a strong case for more sector-specific programming that is inclusive of persons with disabilities and leaves no one behind.
New York City is leading by example to ensure that the voices of persons with disabilities are represented.
Last month, the Intergovernmental Panel on Climate Change drew global attention by providing fresh and overwhelming evidence about the urgency of the climate situation. According to the agency’s latest report, global temperatures will reach 1.5 degrees Celsius above pre-industrial levels within the next 12 years—unless we act now.
Transport bears a huge responsibility in the current situation: the sector contributes to nearly a quarter of global energy-related greenhouse gas emissions, and 18% of all manmade emissions in the global economy. Under a business-as-usual scenario, this figure will continue rising to reach 1/3 of all emissions by 2040.
This means cutting emissions from transport will be central to solving the climate equation. To kickstart this process, the Sustainable Mobility for All initiative (Sum4All) just released a preliminary Global roadmap of action towards sustainable mobility that lays out concrete policy measures for a healthier transport future. Our coalition of 55 leading public and private organizations looks at all dimensions of sustainability: safety, efficiency, equitable access, and, of course, environmental impact.
As global leaders head to Poland for the COP24 Climate Conference, now is a good time to identify the most effective solutions for lowering the carbon footprint of transport. In that spirit, we encourage all interested parties to provide input and feedback on SuM4All’s Roadmap of Action: Which policy interventions do you think should be prioritized? Are there any critical measures that are missing from the proposal? How can the private sector be part of the solution?
In 2016, the Food Safety and Standards Authority of India released standards for the fortification of five staple food items: rice, wheat, salt, oil, and milk. Further to that, regulations are now in place to fortify milk variants such as low fat, skimmed, and whole milk with Vitamin A and D.
But despite its significant health benefits, and while established for more than three decades by companies such as Mother Dairy, a subsidiary of the National Dairy Development Board (NDDB), milk fortification is not yet common practice across the Indian milk industry.
Over the last twelve months, this collaboration has enabled ten milk federations, dairy producer companies, and milk unions across the country to pilot milk fortification for their consumers. Fifteen others have initiated the process.
Today we are creating better, faster, more comfortable, and secure transport systems for our smarter, resilient, more inclusive, and competitive cities. At the same time, we need to ensure the preservation of the cultural values and the heritage, which form the unique identity of every city. This will only be possible if we establish a balance between the past, the present, and the future – by allowing new developments, allowing time for research and study, and allowing space to share the knowledge.
World Bank Group Senior Director for Gender, Caren Grown (@CarenGrown), and Director for Social Development, Maninder Gill (@ManinderSGill), discuss with Ede Ijjasz-Vasquez (@Ede_WBG), Senior Director for Social, Urban, Rural and Resilience, a new Good Practice Note created to help World Bank staff and partners identify gender-based violence risks – particularly sexual exploitation and abuse, and sexual harassment – in projects with major civil works contracts. This note helps project teams to assess the risks of gender-based violence, address these risks through mitigation and monitoring, and respond to any identified gender-based violence incidents.
This adds to other World Bank resources, including the Violence Against Women And Girls Resource Guide which offers guidance for development projects along with strategies for policies and legislation.
When our team started working in Freetown one year ago, we found very limited data on how people move or what are the public transport options to access jobs and services from different neighborhoods. How do you plan your public transport system when you do not have data? And what if you are also constrained by a highly vulnerable environment to natural disasters and poverty? Keep reading: Disruptive thinking has the answer.
Freetown, Sierra Leone’s capital city, is a vibrant city with an increasing population and a growing economy—and probably the best beaches in the region. It is a densely populated, congested city situated on a hilly peninsula surrounded by the Atlantic Ocean, the estuary of the Sierra Leone River and mountains, with very little flat space. The city creates 30% of the country’s GDP, which evidences the importance for the national economy. Although Freetown is the main employment center in Sierra Leone, the access to jobs and services in the city is heavily impaired by inadequate transport services and infrastructure and a chronic congestion.
At one point, it was considered one of the most dangerous cities in the world. From 1990 to 1993, more than 6,000 people were murdered annually. Drive-by shootings were regular and indiscriminate, stemming from warfare between gang lords, drug criminals, and para-military groups. The need for change was urgent and led to radical urban experimentation.
The city’s political and business leaders recognized that Medellín’s security issues could not be dealt with through policy measures alone. They initiated a series of radical programs to reshape the social fabric of the city’s neighborhoods and to mobilize the poor.
City planners began addressing the problem of endemic violence and inequity through the design of public spaces, transit infrastructure and urban interventions into marginalized neighborhoods. Key to their approach was a commitment to making the public realm a truly shared space, and a faith that they could transform Medellín’s public spaces from sites of segregation and warfare into spaces where communities would come together.