The literature on climate change and water is dominated by precipitation, glacier melt and groundwater. Because urban water is responsible for such a small share of overall water use worldwide, we often think that urban water services won't be affected. Yet the floods, droughts, and extreme rainfall expected as a result of the world’s changing climate will threaten the quality and availability of water resources, and damage water infrastructure, including storm water and wastewater facilities. These events may also affect the population and settlement patterns of cities and thus the basic layout of the water systems that serve the communities.
As the month-long FIFA 2010 World Cup tournament kicks-off on June 11, all eyes will be on South Africa. Quite literally, since the 2006 tournament in Germany had a global viewership of around 30 billion.
The event is an opportunity for South Africa to showcase itself not just as an attractive destination for tourism and investment but also as the Rainbow Nation, home to people of every race, color, and creed.
The economic dividends will be plenty. As President Zuma explained: “the country’s transport, energy, telecommunications, and social infrastructure are being upgraded and expanded. This is contributing to economic development in the midst of a global recession, while improving conditions for investment.”
Some economists are skeptical, seeing white elephants in large stadium constructions and citing analyses that show little net economic benefit to the hosts of previous such events.
The food, fuel, and financial crises during the last three years sent shockwaves throughout the world and its effects rippled across South Asia. It impacted growth, causing a reduction of growth by nearly 3% from the peak of 8.9% in 2007 to 6.3% in 2009, led to job losses, declines in stock market value, decreases in tourism, and increasing pressures on already weak fiscal, balance of payments, reserves and exchange rates.
I was based in New Delhi during the crisis, and the effects were palpable. For a moment, it looked as if confidence was ebbing---the construction cranes in Gurgaon (the fastest-growing township around Delhi) became silent, a young scholar at Delhi University ran a survey of what graduates might do as job markets became difficult, airlines ran half-empty and racked-up massive losses, jobs were lost heavily in diamond-cutting in Gujarat and IT firms stopped hiring in Bangalore, and people paused to consider the implications of such a dramatic change from the accelerating and heady growth of the previous years. But despite the circumstances, and thanks to strong and prompt government actions, confidence has swiftly returned, the region has proven to be quite resilient and a noticeable resurgence has taken hold.
What is the relationship between education and geological processes? At first glance, some might think: Not much. One concerns the opening and enlightenment of the mind; the other is as old, rock-solid and unpredictable as the Earth itself.
But the collapse of so many buildings and homes that killed more than 200,000 people in the Haiti earthquake was in large part due to an utter "lack of qualified architects, urban planners, builders and zoning experts," points out a recent article in the New York Times.
In the tragedy of these moments it becomes painfully clear what a lack of adequate education and training has meant. Even worse, such revelation shines a light on very hard questions for posterity. What will the future of a country look like that has lost so many of its doctors, teachers and future leaders?
|Remembering May 12, 2008 - a boy in Weima Town looks at the Town’s rebuilding plans with the construction going on around.|
Vehicle scrapping and recycling programs are not new. In fact, last year, The Economist put together a neat comparison of subsidies provided for vehicle scrapping programs across the world.
What is new, is how the Egyptians have organized their own national scheme. Rather than place the onus mostly or entirely on a government agency to provide incentives for participation, the Egyptian scheme is – I dare say – a model of public-private partnership innovation.In the fall of 2008, Prime Minister Ahmed Nazif charged the Ministry of Finance with organizing vehicle scrapping scheme, initially targeted at taxis and other mass transport vehicles.
The Egyptian mass transport fleet is aging – the average age of a taxi in Egypt is 32 years old, more than 64,000 microbuses are greater than 20 years old, and nearly 70% of all registered vehicles in the country are greater than 15 years old. The aging fleet is prone to frequent break-downs and, because older vehicles are typically unequipped with modern catalytic converters, low quality emissions.
Tolstoy notwithstanding, the 20 African success stories described in the booklet “Yes, Africa Can” show that success comes in many different forms. Broadly speaking, the cases fall into three categories:
- Success from removing an existing, major distortion. The best example is Ghana’s cocoa sector, which was destroyed by the hyperinflation and overvalued exchange rate in the early 1980s. When the exchange rate regime was liberalized and the economy stabilized, cocoa exports boomed (and continue to grow). Similar examples include Rwanda’s coffee sector and Kenya’s fertilizer use. Africa’s mobile phone revolution, too, is an example of the government’s stepping out of the way—in this case by deregulating the telecommunications sector—and letting the private sector jump in.
- Urban Development
- Public Sector and Governance
- Private Sector Development
- Macroeconomics and Economic Growth
- Information and Communication Technologies
- Financial Sector
- Culture and Development
- Agriculture and Rural Development
- success stories africa
- africa success
|More congestion follows more roads. Photo Copyright of The Daily Star|
Basic transport economics teaches us that changes in roadway supply have an effect on the change in traffic congestion. Additional roadways reduce the amount of time it takes travelers to make trips during congested periods. As urban areas come closer to matching capacity growth and travel growth, the travel time increase is smaller. In theory, if additional roads are the only solution used to address mobility concerns, growth in facilities has to be slightly greater than travel growth in order to maintain constant travel times.
Adding roadway at about the same rate as traffic growth will only slow the growth of congestion. But all these assume “other things equal”. No, I am not referring to “induced demand” that could potentially make the cure (road) worse than the disease (congestion). I am referring to the competence, or lack thereof, of those who design, build, and operate the facilities in the public sector.
A panel on strengthening partnerships that took place earlier this week at the Civil Society Policy Forum during the 2010 Spring Meetings looked at how partnerships were integral to the response after the earthquake in Haiti.
The panel, which featured speakers from the World Bank, USAID, IMF, Save the Children, and the German Marshall Fund, explored the ways various organizations came together to ensure effective post-disaster revitalization and development outcomes after the disaster in Haiti.
One such example of collaboration and partnership was in the sharing of Bank geo-spatial data with community groups like Random Hacks of Kindness and CrisisCamp. (More on the Bank's new open data initiative here.)