What kind of leader can bring people together for the common good, even amid clashing opinions or real conflict?
That question was at the heart of the 2017 Global Leadership Forum March 6 on the growing need for “collaborative leadership” in an age of increasingly polarized societies.
The event at the World Bank was organized with the Global Partnership for Collaborative Leadership in Development. It explored how to bridge often wide divides to arrive at inclusive solutions, and featured guests such as Festus G. Magae, a former President of Botswana and a South Sudan peace negotiator, and Frank Pearl Gonzalez, Chief Negotiator in the Colombian Peace Talks.
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.
- Sustainable Communities
- transport accessibility
- transport affordability
- road safety
- informal transit
- ITC and Community Mapping
- Digital Mapping
- community mapping
- urban transport
- urban mobility
- sustainable mobility
- Urban Development
- Information and Communication Technologies
- Latin America & Caribbean
- South Africa
How large is the share of public procurement to GDP in middle-income and low-income countries and how it is evolving? If sizable, can public procurement be used as a policy tool to make markets more competitive, and thus improve the quality of government services? Can it be used to induce innovation in firms? Can it also be a significant way to reduce corruption?
As in much of the rest of the developing world, developing countries in East Asia and the Pacific (EAP) have made progress in closing many gender disparities, particularly in areas such as education and health outcomes. Even on the gender gaps that still remain significant, more is now known about why these have remained “sticky” despite rapid economic progress.
Ensuring that women and girls are on a level playing field with men and boys is both the right thing to do and the smart thing to do. It is right because gender equality is a core objective of development. And it is smart because gender equality can spur development. It has been estimated, for instance, that labor productivity in developing East Asia and Pacific could be 7-18% higher if women had equal access to productive resources and worked in the same sectors and types of jobs as men.
In the last few decades, we have seen an increase in the number of countries investing in social protection programs. These programs help individuals and families especially the poor and vulnerable cope with crises and shocks, invest in the health and education of their children, supporting young people by developing their skills and finding jobs, and protecting the aging population.
National financial inclusion targets, better data availability, and transformative business models to provide financial services are helping to accelerate financial inclusion across the globe and in Asia – where more than a billion of unbanked people live.
Countries set national financial inclusion goals to increase the pace and impact of reforms. For this to be effective, it’s critical to have in place a robust monitoring and evaluation (M&E) system to track progress, identify obstacles, and demonstrate success. However, it’s often difficult to evaluate and track the extent and quality of the national financial inclusion strategy implementation, and to aggregate the results of multiple actions at the national level.
The Philippines has adopted a fresh approach to this challenge by designing a comprehensive M&E system that will report on headline and national-level indicators, as well as track progress of the regional and program-level performance indicators.
The Philippines is one of the 25 countries that are part of the World Bank Group’s Universal Financial Access 2020 initiative, whose goal is to provide access to a transaction account to the 2 billion unbanked people worldwide.
Between 2011 and 2014, . This resulted in some 2.7 million adults gaining access to formal financial services. Potential demand is significant, considering that an estimated 10 million Filipinos keep savings outside of the formal financial system.