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Transforming Transportation: Toward Sustainable Mobility for All

Jose Luis Irigoyen's picture


To learn more about the future of sustainable mobility, don't miss Transforming Transportation 2017 on January 12-13. Click here to watch the event live and submit your questions to our experts.

 
From taxi apps to car sharing, from buses to the metro, from bike sharing to walking, not to mention personal cars, there are more transportation choices than ever before for that staple of modern life: the daily commute. The same goes for the transport of goods, which can get from A to B by road, air, rail, waterways and soon drones. There are currently more than 12,600 km (nearly 8000 miles) of metro or urban rail and 5,400 km (3,300 miles) of bus rapid transit (BRT), collectively providing 154 million trips a day in 250 cities. Increased access to transport and enhanced connectivity decreases travel time and generates higher rates of direct employment, keys to elevating overall economic opportunity. 

That’s the good news. The bad news is that the increase in mobility options comes at a high price. The challenges associated with growing traffic, especially in cities, are significant and threaten to become insurmountable. And despite the wide range of ways to get around, there have never been so many people who lack access to transportation or the means to use transportation.

Follow the moving carbon: A strategy to mitigate emissions from transport

Shomik Mehndiratta's picture


To learn more about the future of sustainable mobility, don't miss Transforming Transportation 2017 on January 12-13. Click here to watch the event live and submit your questions to our experts.

 
Transport currently accounts for 23% of energy-related carbon emissions--equivalent to 7.3 gigatons of CO2 globally in 2013—and, unfortunately, ranks among the fastest growing sources of such emissions.

If we’re serious about bucking the trend and reducing the environmental footprint of the sector, we first need to understand where transport emissions come from, and how they will evolve. If you take out the 1 GT of CO2 emissions released by the aviation and maritime industry for international transport, about 6 GT of transport emissions are classified as “domestically generated.” Today, the share of domestically generated emissions is split pretty much evenly between developed and developing countries: high-income OECD countries account for about 3 GT, while non-OECD countries are responsible for another 3 GT.

However, under a business-as-usual scenario, this breakdown is expected to change dramatically. Without bold action to make transport greener, emissions from emerging markets are poised to grow threefold by 2050, and would then make some 75% of the global total. Domestically generated emissions from OECD countries, in comparison, should rise by a more modest 17%.

The share of each mode in overall transport emissions also differs depending on which part of the world you’re looking at: while 2/3 of emissions in OECD countries are from cars, freight and particularly trucking is currently more important in the context of emerging markets.  Trucks actually generate over 40% of transport emissions in China, India Latin America and Africa.

Imagining infrastructure services in 2017

Laurence Carter's picture
Video: #IMAGINE a better future for all children | UNICEF


One of my favorite songs when I was growing up was John Lennon’s “Imagine.” A few months ago, UNICEF created a project around it to highlight the plight of millions of refugee children. As 2016 drew to a close, I couldn’t help but imagine a world with high-quality, affordable, sustainable, well-maintained infrastructure services for everyone.

I’m not sure a video of infrastructure projects set to “Imagine” would fire people up as much as the UNICEF video does. But there is value in reflecting on what we have accomplished in 2016, and what we might hope for and imagine in 2017, to bring this vision closer to reality for millions of people.

Sun goes beyond turning on light bulbs in Tanzania

Sunita Dubey's picture
Elisha Thomas Laizer owns a small stationery store that provides photocopying and printing services in Kitumbeine, a Maasai village 150 km (93http://www.esmap.org mi) from the Tanzanian city of Arusha.

Kitumbeine is also 40 km (25 mi) from the nearest electricity grid.

But that hasn’t stopped Elisha. That’s because his store is actually inside a 16 KW mini grid container, under the shade of 60 solar panels. While such easy access to solar power has helped his business tremendously, it has also gifted him with a chance to learn to operate and maintain these mini grids. Consequently, he now acts as a liaison between his community and the solar company that helps set up these grids in remote Tanzanian villages that are starved for electricity.

Elisha’s story is a great example of how the sun paves the way for way more than just turning on a light bulb.

Interactive poverty maps at your fingertips: The case of Bangladesh

Monica Yanez-Pagans's picture
Education indicators screenshot from the interactive poverty maps for Bangladesh
Education indicators screenshot from the interactive poverty maps for Bangladesh

Poverty maps are a useful tool to visualize and compare poverty rates across geographic areas, and learn about how poverty is distributed within a country, which is often times masked in national or aggregated statistics. For instance, the national poverty rate in Bangladesh in 2010 was 31.5 percent, which is the latest year for which a household survey was collected by the government to produce official poverty numbers.

However, a look at zila (district) and upazila (sub-district) level poverty rates suggests that poverty levels differ quite substantially across the different areas of the country with large pockets of poverty concentrated in the north and south-west part of the country. For example, some of the zilas in the north belonging to the Rangpur and Dhaka divisions are among the poorest in the country with poverty rates well above 50 percent while some of the zilas in the south-east belonging to the Chittagong division have poverty rates well below 20 percent.

While country level poverty maps are generally widely available, accessing the underlying information is not always easy or is unavailable in a user-friendly format. Moreover, there is not a straightforward way to link these disaggregated poverty statistics with other socio-economic indicators and even if one attempts to do, it might take a substantial amount of time to put together all this information.

Specifically, poverty maps are often times disseminated in the form of printed reports, which do not allow users to directly access the data in a digitized format or link it to other socio-economic statistics. Lowering barriers to access poverty statistics and facilitating the linking of these indicators to other non-monetary living standards statistics is important to facilitate the use of poverty statistics, make them more relevant for policy and program planning, and promote more evidence-based policymaking.


 

Senegal pilots carbon finance to connect people to power

Kirtan Chandra Sahoo's picture
Mrs. Sokhna Ndaw shows us her fridge in Dioly village, based in the community of Diokoul Mbelbouck in the region of Kaffrine.

In March 2016, some colleagues and I visited several villages around Kaffrine in Senegal where private companies had been awarded licenses to provide electricity on a commercial basis. As we spoke to people, two things became very clear. The initial cost of connection to the grid was too high for many poor people, and the cost of electricity offered by the private companies (or “concessionaires”) were in several cases higher than what the government-owned utility offered in nearby areas.

Climate-smart transport is a key piece of the sustainable development puzzle

Jose Luis Irigoyen's picture

Also available in: Spanish

The modern tramway system in Rabat Salé, Morocco. Photo: LukaKikina/Shutterstock
When it comes to climate change, the transport sector is both a victim and a perpetrator. On the one hand, transport infrastructure is particularly vulnerable to the effects of climate change such as higher temperatures, increased precipitations, and flooding. At the same time, transport is responsible for 23% of energy-related greenhouse gas (GHG) emissions, and is one of the sectors where emissions are rising the fastest. This statistic alone makes it pretty clear that there will be no significant progress on climate action without greener, more sustainable mobility.

Yet, before COP21, the transport sector was conspicuously absent from climate talks. The strong, structured presence we saw last year in Paris and this year in Marrakech is finally commensurate with the urgency needed to address the transport-related issues on the climate agenda.

The rising importance of transport in the global conversation is reflected in major commitments like the Sustainable Development Goals (SDGs) and the Paris Agreement. As an example, over 70% of the Nationally Determined Contributions (NDCs) that countries have proposed to implement the Paris Agreement include transport commitments, ranging from increasing public transport in cities to shifting freight from roads to railways and waterways.

How are PPPs really financed?

Jenny Chao's picture



One of the prevailing notions about PPPs is that upfront costs are wholly paid for by the private sector, allowing the public to spread their costs (whether as users or through taxes) throughout the life of the project. However, this is a myth – governments, multilateral development banks (MDBs), and bilateral financing institutions all play strong roles in the various stages of financing PPPs. Just what kind of role, and how big, requires looking at the data.

Fortunately, now for the first time, it is possible to view the breakdown of financing sources for PPPs in low- and middle-income countries on the PPI Database. Accompanying the data is a recently released note that analyzes the sources of financing for 2015 PPP projects in these countries. The findings indicate that, in fact, financing for PPPs comes from a diverse mix of sources.

The Sources of Financing Note, available on the PPI Database website, breaks down the data on how upfront capital costs in PPPs in the dataset are financed globally, and by region and sector.

A tale of… cities

Jenny Chao's picture


It was the best of times, it was the worst of times, it was the age of wisdom, it was the age of foolishness, it was the epoch of belief, it was the epoch of incredulity, it was the season of Light, it was the season of Darkness, it was the spring of hope, it was the winter of despair, we had everything before us, we had nothing before us— in short, the period was so far like the present period, that some of its noisiest authorities insisted on its being received, for good or for evil, in the superlative degree of comparison only.” 
- Charles Dickens, A Tale of Two Cities

Cash for peace? How sharing natural resource revenues can prevent conflicts

Tito Cordella's picture

Some countries are blessed with natural resources, others are cursed. It’s been said that all the blessed ones are alike, they put the resources to good use, improving the people’s welfare in a sustainable manner. And for the cursed? More often than not, they struggle with political violence, especially when ethnic or religious fragmentation and weak institutions are a concern. Not surprisingly, it was Venezuela’s former Development Minister and OPEC Founder Perez Alfonso who christened oil the “Devil’s excrement.” 

If natural resources could be the source of such evil, are there ways of “exorcising” them? Perhaps policymakers could try to prevent or resolve resource-related conflicts by sharing natural resource wealth with opposition groups or directly with the people. Would such a counter spell work?


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