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Sustainable mobility: Who's who and who does what?

Shokraneh Minovi's picture

Some might call it an existential question. Some may be surprised that the answer is not clear. When it comes to sustainable mobility initiatives and stakeholders, who is who, and who does what? Addressing these questions is a key pre-requisite to the transformation of the transport sector and the realization of the Sustainable Development Goals.

The SDGs, the Global Decade of Action for Road Safety, the Nationally Determined Contributions (NDCs), the Vienna Programme of Action for Landlocked Developing Countries, over 100 different organizations and initiatives… It’s enough to make your head spin! As the world increasingly recognizes the importance of mobility to the overall sustainable development agenda, the number of stakeholders in this arena has been growing steadily. Although many established groups have been warning us for years about the role of transport in the fight against climate change—the sector accounts for some 23% of all energy-related greenhouse gas emissions—many newer players are now adding their voice to the global conversation.

From public transport agencies to car companies and ride-sharing platforms, clean fuel advocates, maritime transport groups, and electric vehicle proponents, a dizzying array of sector-specific initiatives have emerged over the last few years. Newer city-specific coalitions, such as the C40 Cities Climate Leadership Group and the Compact of Mayors, have played a critical role in relaying these concerns at the local level. However, global initiatives have been the ones that have seen the most impressive growth. Also in the mix are globally minded, from UN entities to smaller NGOS, as well as region-specific organizations such as regional development banks.

What’s the solution to untangling this web of stakeholders? Over the past six months, the World Bank, with support from the World Economic Forum, has mapped out major transport initiatives and organizations as comprehensively and systematically as possible.

“Better Planning, Better Cities” – Cities to share smart solutions to urban sustainability

Xueman Wang's picture
Lois Goh / World Bank

There is strength in numbers, the old idiom goes. Indeed, history shows that collaboration fosters ideas and results. Next week, the Global Platform for Sustainable Cities, or GPSC, will convene in New Delhi, India, to again share ideas and build on their collective vision: to work towards shaping cities that are sustainable, thriving, and inclusive through the decades ahead.
The gathering starting on October 30 is only the GPSC’s second annual meeting, as we launched the platform just last year in Singapore. Yet the 27 participating cities across 11 countries—and more members are very welcome—are moving ahead with confidence, embarking on innovative programs to realize their vision and galvanizing their national governments to establish platforms of their own. China, Malaysia, and India in Asia, Paraguay and Brazil in Latin America, and other participating cities are actively pursuing sustainable urbanization.
This strength in numbers is made possible by staunch supporters. The Global Environment Facility (GEF) is integral to the progress of the GPSC, and numerous partners such as UN agencies, development banks, and civil society organizations contribute to its success—amongst them the World Resources Institute, ICLEI (Local Governments for Sustainability), and the C40 Cities Climate Leadership group (C40).
What are the aims of the GPSC? Forging a shared vision for urban sustainability is its overarching goal, and this achievement would not be possible without connecting cities. 

In more concrete terms, the GPSC aims to be a global knowledge repository on integrated urban planning – both best practices and lessons learned. The newly launched GPSC website,, hosts a collection of datasets, indicators, and analyses on trends in urbanization. This library of information assists cities in identifying the gaps in urban infrastructure and the provision of basic services. The data collected will improve the cities’ capacity to monitor and report the status of their “sustainability,” and to better formulate and implement strategies.
The GPSC’s 2nd annual meeting is organized around the theme of “Better Planning, Better Cities - Smart Solutions to Urban Sustainability,” and this second meeting will focus on using a data-driven approach for planning action. The many scheduled events will follow this approach, including the Mayor’s Roundtable, high-level panel discussions, and in-depth learning events. 

Are you reaping the full benefits of the technology revolution?

Sara Sultan's picture

About 17 years ago, I began preparations for applying to colleges in America. One of the prerequisites to qualify for an undergraduate program was the Test of English as a Foreign Language (TOEFL), administered at testing centers around the world. I vividly remember calling the number given to see how I faired in the test, standing at an international call center booth on a sunny afternoon in Islamabad, Pakistan, my heart beating fast with anticipation. The call cost Rs.100/minute at the time ($1.05/min at the current rate). But despite the expensive price tag, the service delivered information I desperately needed.

Fast forward to the age of Google Voice, WhatsApp, Viber… You’ll agree that technology has not only advanced but services have become cheaper as well. Technology is entrenched in our everyday tasks—from communication to financial transactions, from expanding education to building resilience to natural disasters, and from informing transport planning to expanding energy to the unserved.

So, ask yourself: am I—a student, teacher, business owner, or a local government representative—reaping the full benefits of the greatest information and communication revolution in human history? With more than 40% of the world’s population with access to the internet and new users coming online every day, how can I help turn digital technologies into a development game changer? And how can the world close the global digital divide to make sure technology leaves no one behind?

Transit-Oriented Development with Chinese Characteristics: localization as the rule rather than the exception

Jasmine Susanna Tillu's picture
China: More Mobility with Fewer Cars through a GEF Grant

Since our days in school, we have often been told to first define our terms before doing anything else. China is a country that does not shy away from acronyms, and “TOD,” or transit-oriented development—a concept that merges land use and transport planning—is one such acronym that has become wildly popular within the field of urban development.
So, recently, when government officials from seven Chinese cities and the Ministry of Housing and Urban-Rural Development gathered to launch the China Sustainable Cities Integrated Approach Pilot Project on the topic of TOD, it was clear that they all had the same definition of this three-letter acronym.
Or did they?

Understanding transit-oriented development through bike-sharing big data

Wanli Fang's picture
As one of over 20 million people who work and live in Beijing, China, I used to find commuting to work in rush-hour traffic rather painful. However, things have changed dramatically since last year. Now I can bypass the traffic by riding a shared bike to the closest metro station and make better use of public transit. Similar change is happening to my family and friends.

The unprecedented booming of dockless shared bikes in China presents a promising solution to the “last-mile problem” that has perplexed city planners for years: providing easier access to the mass transit system while ensuring good ridership. Thanks to the GPS tracking device installed on thousands of dockless shared bikes, city planners in China are now equipped with new and better information to analyze the demand for—and the performance of—public transit systems. For the first time, city managers can clearly map out the attractiveness and accessibility of metro stations by analyzing individual-level biking trips.

This innovation is good news to efforts to build more livable, sustainable cities through transit-oriented development (TOD). For example, to support the recently launched GEF Sustainable Cities Integrated Approach Pilot Project, we have been working with Mobike, a major bike-sharing company, to conduct an analysis utilizing the data of biking trips around metro stations in our project cities. Below are a few interesting observations:
  • Revisiting the scope of TOD. A commonly accepted textbook definition of the core area of TOD is an 800-meter radius around the metro station or other types of public transit hubs. This definition is based on the distance that can be reached by a 10-minute walk. However, the actual catchment of a metro station can reach a 2-3 km radius when biking prevails, as in Demark and Netherland. Our analysis illustrates that a big chunk of biking trips around metro stations even go beyond the 3km radius (see bright blue traces in Figure 1 below). This indicates that the spatial scope of planning and design around the metro stations should be contextualized. Accordingly, the price premium associated with adjacency to public transit service is more likely to be shared by a broader range of nearby real estate properties than expected.
Figure 1: Biking traces around major metro station in Beijing (left) and Shenzhen (right).

[Read: TOD with Chinese characteristics: localization as the rule rather than the exception] –  which also discusses defining the scope of TOD. 

Can Dar es Salaam become the next global model on transit-oriented development?

Chyi-Yun Huang's picture
Photo: World Bank
Public exhibition at Gerezani BRT Station in Dar es Salaam, Tanzania on October 12, 2017.
(Photo: World Bank)

Many urban planners may know the success stories of Curitiba, Singapore or London realizing transit-oriented development (TOD). However, TOD is still very new in Sub-Saharan Africa. Although this concept of leveraging on major transit infrastructure to affect integrated land-use development for greater benefits may be gaining more recognition, there are few examples of successful TOD in Sub-Saharan Africa beyond a couple of South African cities, such as Cape Town and Johannesburg.

Dar es Salaam, Tanzania now has the perfect opportunity to become a pioneer on transit-oriented development.

Dar es Salaam, the largest city in Tanzania with a population of 4.6 million, is expected to become a mega city by 2030 with a population over 10 million. However, its growth has been largely shaped by informality, coupled with a lack of hierarchy in roads and transit modes. It is increasingly difficult to get around the city without being stuck in traffic for hours. The complex and fragmented institutional structure of Dar es Salaam compounds the challenges, making management of the city complicated and less effective.

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
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.

Bicycles can boost Bangladesh's exports

Nadeem Rizwan's picture
Bangladesh is the 2nd largest non-EU exporter of bicycles to the EU and the 8th largest exporter overall
Bicycles are the largest export of Bangladesh’s engineering sector, contributing about 12 percent of engineering exports. Credit: World Bank
This blog is part of a series exploring new sources of competitiveness in Bangladesh

Did you know that Bangladesh is the 2nd largest non-EU exporter of bicycles to the EU and the 8th largest exporter overall?

Bicycles are the largest export of Bangladesh’s engineering sector, contributing about 12 percent of engineering exports.
This performance is in large part due to the high anti-dumping duty imposed by the EU against China.
Recently, the EU Parliament and the Council agreed on EU Commission’s proposal on a new methodology for calculating anti-dumping on imports from countries with significant market distortions or pervasive state influence on the economy.
This decision could mean that the 48.5 percent anti-dumping duty for Chinese bicycles may not end in 2018 as originally intended. China is disputing the EU’s dumping rules at the World Trade Organization.
As the global bicycle market is expected to grow to $34.9 billion by 2022, Bangladesh has an opportunity to diversify its exports beyond readymade garments. Presently, Bangladesh is the 2nd largest non-EU exporter of bicycles to the EU and the 8th largest exporter overall.
Bangladesh is the 2nd largest non-EU exporter of bicycles to the EU and the 8th largest exporter overall
EU27 bicycle imports in 2016 (Million $). Bangladesh is the 2nd largest non-EU exporter of bicycles to the EU and the 8th largest exporter overall. Source: UNComtrade through WITS

However, if the EU anti-dumping duty against China is reduced or lifted after 2018, Bangladesh’s price edge might be eroded.
Bangladeshi bicycle exporters estimate that without anti-dumping duties, Chinese bicycles could cost at least 10-20 percent less than Bangladeshi bicycles on European markets. And Chinese exporters can ship bicycles to the EU market with 35-50 percent shorter lead times.
So, how can Bangladeshi bicycles survive and grow?

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.

Six reasons why Sri Lanka needs to boost its ailing private sector

Tatiana Nenova's picture
 Joe Qian / World Bank
A view of the business district in Colombo. Credit: Joe Qian / World Bank

Sri Lanka experienced strong growth at the end of its 26-year conflict. This was to be expected as post-war reconstruction tends to bring new hope and energy to a country.
And Sri Lanka has done well—5 percent growth is nothing to scoff at.  
However, Sri Lanka needs to create an environment that fosters private-sector growth and creates more and better jobs. To that end, the country should address these 6 pressing challenges:

1. The easy economic wins are almost exhausted

For a long time, the public-sector has been pouring funds into everything from infrastructure to healthcare. Unfortunately, Sri Lanka’s public sector is facing serious budget constraints. The island’s tax to growth domestic product (GDP) ratio is one of the lowest in the world, falling from 24.2% in 1978 to 10.1% in 2014. Sri Lanka should look for more sustainable sources of growth. As in many other countries, the answer lies with the private sector.
2. Sri Lanka has isolated itself from global and regional value chains 

Over the past decades, Sri Lanka has lost its trade competitiveness. As illustrated in the graph below, Sri Lanka outperformed Vietnam in the early 1990s on how much of its trade contributed to its growth domestic product. Vietnam has now overtaken Sri Lanka where trade has been harmed by high tariffs and para-tariffs and trade interventions on agriculture.

Sri Lanka dropped down by 14 notches to the 85th position out of 137 in the recent  Global Competitiveness Index.
3. The system inhibits private sector growth

Sri Lanka’s private sector is ailing. Sri Lankan companies are entrepreneurial and the country’s young people are smart, inquisitive, and dynamic. Yet, this does not translate into a vibrant private sector. Instead, public enterprises are the ones carrying the whole weight of development in this country.
The question is, why is the private sector not shouldering its burden of growth?

From the chart above, you can see how difficult it is to set up and operate a business in Sri Lanka. From paying taxes to enforcing contracts to registering property, entrepreneurs have the deck stacked against them.
Trading across borders is particularly challenging for Sri Lankan businesses. Trade facilitation is inadequate to the point of stunting growth and linkages to regional value chains. The chart explains just why Sri Lanka is considered one of the hardest countries in the world to run a trading business. Compare it to Singapore–you could even import a live tiger there without a problem.