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Sustainable Development

Three reasons why maritime transport must act on climate change

Nancy Vandycke's picture


For years, the transport sector has been looking at solutions to reduce its carbon footprint. A wide range of stakeholders has taken part in the public debate on transport and climate change, yet one mode has remained largely absent from the conversation: maritime transport.

Tackling emissions from the shipping industry is just as critical as it is for other modes of transport. First, international maritime transport accounts for the lion’s share of global freight transport: ships carry around 80% of the volume of all world trade and 70% of its value. In addition, although shipping is considered the most energy-efficient mode of transport, it still uses huge amounts of so-called bunker fuels, a byproduct of crude oil refining that takes a heavy toll on the environment.

Several key global players are now calling on the maritime sector to challenge the status quo and limit its climate impact. From our perspective, we see at least three major reasons that can explain why emissions from maritime transport are becoming a global priority.

Weekly wire: The global forum

Roxanne Bauer's picture

These are some of the views and reports relevant to our readers that caught our attention this week.

McKinsey & Company
Global banking-industry performance has been lackluster. Now comes the hard part: the rise of nonbanking platform companies targeting the most profitable parts of the banking value chain.
 
International Organization for Migration
Crossing the Mediterranean to Europe is “by far the world's deadliest” journey for migrants, with at least 33,761 reported to have died or gone missing between 2000 and 2017, a United Nations report finds. The report, released Friday from the International Organization for Migration (IOM), notes the highest number of fatalities, at 5,096, was recorded in 2016, when the short and relatively less dangerous route from Turkey to Greece was shut, following the European Union-Turkey deal.
 

Why sustainable mobility matters

Hartwig Schafer's picture
Photo: Mariana Gil/WRI
In the 1960s, the vision of future mobility was people with jet packs and flying cars – we believed these innovations wouldn’t be far off after the moon landing in 1969. Obviously, the reality in 2017 is somewhat different.

Today, we have congestion in cities, rural areas cut off from the rest of the world, and too many people without access to safe, efficient, and green transport. This stifles markets and hinders people from the jobs that will help them escape poverty. Without access to sustainable mobility, it will be much harder—if not impossible— to end poverty and achieve the Sustainable Development Goals (SDGs).

And perhaps the most tragic reality is this: that approximately 1.3 million people die each year in traffic-related incidents. Young people, those between the ages of 15-29, are the most affected by road crashes. This heartbreaking and preventable loss of life should be a clear signal that road safety matters.

At the same time, how we change transport is vitally important and will impact generations to come.

How far are we on the road to sustainable mobility?

Nancy Vandycke's picture
You can now download the full report and explore the main findings on sum4all.org
The answer, unfortunately, is not very. The world is off track to achieving sustainable mobility. The demand for moving people and goods across the globe is increasingly met at the expense of future generations.
 
That is the verdict of the Global Mobility Report (GMR)—the first ever assessment of the global transport sector and the progress made toward achieving sustainable mobility.
 
This is the first major output of the Sustainable Mobility for All initiative (SuM4All), a global, multi-stakeholder partnership proposed last year at the United Nations (UN) Climate Action Summit with the purpose of realizing a future where mobility is sustainable. The release of this study puts a sector often overlooked by the international community squarely on the map as essential to address inclusion, health, climate change and global integration.
 
The report defines sustainable mobility in terms of four goals: universal access, efficiency, safety, and green mobility. If sustainable mobility is to be achieved, these four goals need to be pursued simultaneously.

The localization of the Sustainable Development Goals: Implementing the SDGs in Colombia, Indonesia, and Kenya

Mahmoud Mohieldin's picture
Medellin, Colombia. (Photo: World Bank Group)

We are approaching the end of year two of implementing the Sustainable Development Goals (SDGs). In September 2015, global leaders from 193 countries set a 15-year deadline – by the year 2030 – to reach the SDGs, a roadmap to end poverty, promote equality, protect people and the planet, while leaving no one behind.
 
What have countries accomplished in these past two years at the local level – where people receive vital goods and services to live and thrive – in areas such as health, education, water, job training, infrastructure? (The results are mixed) Have we raised enough financing? (Likely not). Do we have adequate data to measure progress? (Not in all countries). Some global development leaders have expressed concern that we may not be on track to reach critical SDGs in areas such as health and poverty.
 
To achieve the SDGs, we have to focus on building capacity of development actors at the local level to finance and deliver services that change the lives of people in their communities. This view is well-supported by a joint United Nations Development Program (UNDP)-World Bank Group (WBG) report, which shows that gaps in local delivery capacity are a major factor in determining the success – or failure – of efforts to reach the Millennium Development Goals (MDGs), the predecessor of the SDGs.
 
The lynchpin for successful local implementation of the SDGs is SDG 11, which focuses on making cities and human settlements inclusive, safe, resilient, and sustainable. It is vitally important to manage the process of urbanization to achieve all of the SDGs, not least because the world population is likely to grow by a billion people – to 8.6 billion – by 2030, with most of this growth to be absorbed by urban areas in developing countries.
 
Tackling the challenges facing cities, such as infrastructure gaps, growing poverty, and concentrations of informal housing requires a multi-faceted approach that includes coordinated regional planning with strong rural-urban linkages, effective land use, innovative financing mechanisms, improved and resilient service delivery models, sustained capacity building, and the adoption of appropriate smart and green growth strategies.
 

The WBG is working with our many partners, including countries, the United Nations, the private sector, and civil society to provide more effective, coordinated, and accelerated support to countries for implementing the SDGs at the national and local levels. We have provided below examples from three countries, from diverse regions and situations, which have begun this work in earnest.
 
Following the end of a 50-year conflict in 2016, Colombia has a chance to consolidate peace after the signing of a peace agreement. The National Development Plan of 2014-2018 includes an ambitious reform program focusing on three pillars: peace, equity, and education. Through strong collaboration with all stakeholders – local governments, communities, civil society, businesses, and youth, among others – Colombia is focusing on improving institutional capacity and financing for local and regional governments, enhancing basic services in both rural and urban areas.
 
Medellin city, which in the 1990s had the highest murder rate in the world, has emerged as a confident leader, implementing an integrated and multi-sector approach that has included a combination of violence prevention programs, and the transformation into a prosperous, inclusive, and livable city. Their efforts, with support from the WBG and other partners, have the strong support of local business leaders who recognize that improving poor people’s lives can help reduce the core inequities that fueled conflict in the past. The Government of Colombia is also implementing a program to enhance the capacity at the municipal level in public finance, planning, and management, to help build infrastructure and improve service delivery.

Incentivizing Bangladesh’s shoemakers to be greener

Nadia Sharmin's picture


“200 pieces of Selfie are ready, please call them to collect,” Nurjahan, an entrepreneur selling a local brand “Selfie” shoes, tells her husband to call a local shop owner to pick up his order.

We recently visited Bhairab to get a first-hand look at one of the important industrial clusters in Bangladesh, where Nurjahan’s shoe microenterprise is located.

Bhairab is about 85-kilometer from the capital Dhaka, and its shoe cluster is well organized into around 7,000 factories of which 40 percent are micro factories (employing between two to seven workers). They are mostly family-run, producing low-cost shoes, mostly for the local market at prices as low as just Tk100 – or around $1.25 a pair. Virtually none of these factories have access to bank financing, although some access credit from NGOs. In Nurjahan’s shoe factory, about 45 women and 12 men work in five sheds. Over the last 30 years, her micro business has grown into a small enterprise.

The power of data in driving sustainable development… Is solid waste the low hanging fruit?

John Morton's picture
Photo by Lisa Yao / World Bank


The data revolution is upon us and the benefits, including improving the efficiency of corporations, spurring entrepreneurship, improving public services, improving coordination, and building profitable partnerships, are becoming more evident.

For public services, the potential gains are impressive. Globally in the electricity sector, an estimated $340 – 580 billion of economic value can be captured by providing more and better data to consumers to improve energy efficiency, and to operators for streamlining project management and the operation of their facilities. Even larger gains ($720 – 920 billion) could be captured in the transport sector.

Exploring the benefits of open data in the solid waste sector has been slower than for other services, however, if you take a closer look, the benefits may be substantial. Solid waste services have a lot to gain – with low service coverage and a lack of modernization in most parts of the world; solid waste services can be costly, representing 10 – 50% of municipal budgets in many developing countries; and it is directly dependent on many actors. To be effective, citizens, institutions, and private companies need to be informed and involved.

[Download: What a Waste: A Global Review of Solid Waste Management]

Some examples of what making better quality data available on solid waste services could do include: 

The best laid plans… have data. With average waste collection rates of 41% and 68% for low- and lower middle-income countries, respectively, and less than 10% of the corresponding waste disposed in a sanitary manner, many municipalities in the world lack solid waste services. The introduction of modern solid waste systems in these areas represents a monumental organizational change and logistical challenge. It necessitates the introduction of collection services for, among others, each household, and every commercial building and supermarket; the coordination with, informing, and incentivizing all the actors in recycling; the operation of transport services; and the operation of effective disposal or treatment options for the daily, relentless influx of waste. Systematically collecting quality data will help municipalities to undertake strategic planning, integrate service planning into urban planning, and make the necessary decisions that allow them to establish a solid waste system that is properly dimensioned and cost-effective. 

Time to rethink how to harness the private sector to improve sustainable solid waste management

John Morton's picture
Photo credit: Gigira / Shutterstock.


The post-2015 Sustainable Development Goals (SDGs) are an ambitious set of targets that aim to support a comprehensive vision of sustainable development that embraces economic, social, and environmental dimensions. Solid waste plays an important role in several of these goals, including providing sanitation for all, making cities and human settlements sustainable, encouraging sustainable consumption, and reducing climate change.
 
In the planning undertaken by Multilateral Development Banks (MDBs) to help achieve these goals, one glaring fact stood out: the financial resources needed are not only expected to be substantial, in the “trillions” of dollars annually, but they far outweigh the current “billions” of dollars annually in financial flows from development institutions. Considering this information, it was agreed at the Hamburg G20 Summit that a new approach would be needed to unlock, leverage, and catalyze other sources of financing, including private sector resources.
 
The approach would more systematically prioritize private financing solutions when they are feasible. That is, private solutions that are already working would be considered as a first option; followed by encouraging private investment by reducing policy and regulatory gaps and risks that currently discourage participation; and, finally, as a last option, when private solutions cannot fulfill all the demands of the sector, public resources could be strategically used.
 
Considering the successes and challenges of private sector involvement in solid waste, it is an opportune moment to begin to ask: what are the key issues that need to be addressed to better leverage the private sector to provide sustainable solid waste management solutions?
 
[Read: World Bank Brief on Solid Waste Management]
 
Have solid waste laws done enough?  Regulations and policies have progressed significantly, with many countries establishing new solid waste laws that replace decades-old sanitation or public nuisance legislation. Have these reforms gone far enough to specifically encourage the private sector?  Are there functional mechanisms for cost recovery, and is there sufficient flexibility for the private sector to pursue a variety of contractual and financing arrangements? Are the laws truly motivating investment into modern facilities by providing enforceable requirements and standards for the establishment of landfills, closing dumpsites, and establishing recycling facilities? Are the financing schemes predominantly focused on public financing, or do they cater to what the private sector financing needs? It is worth a second look at how these laws respond to these and other issues, and learning from those countries that have taken them on.

Reduce and Reuse: Surprising insights from UC Berkeley Professor Sedlak on what makes a city more water resilient

Lauren Nicole Core's picture

Cities are becoming thirstier  a 50 percent increase in urban water demands is anticipated within the next 30 years. Rapid urban population growth, economic expansion, and competing demands are increasing thirst and tightening the availability of water in areas where water scarcity is already a reality.
 
In a bid to develop concrete solutions for a water scarce future, the World Bank launched the Water Scarce Cities Initiative (WSC), to bolster awareness of integrated and innovative approaches to managing water resources and service delivery.     

Professor David Sedlak

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