The case for climate action has never been stronger. Around the world, climate change is putting at risk the lives of millions of people as well as threatening many coastal cities and endangering trillion of dollars of investments in transport infrastructure and services. The Twenty-First Conference of the Parties (COP21) to the United Nations Framework Convention on Climate Change (UNFCCC) will bring heads of state and ministers to Paris at the end of November to reach a global climate agreement with far-reaching implications for low-carbon and climate-resilient growth.

China is considering ways to attract additional capital to finance investment in railways. Worldwide, private capital has been attracted to the railway sector through a range of mechanisms including: (i) private sector provision of specific rail services or assets such as rolling stock; (ii) public private partnerships; (iii) leveraging commercial value of rail assets and increased land value around stations; and (iv) debt and equity financing of railway companies. Private sector investors seek to earn a return on investment that is commensurate with the risk of the investment.

Traditional economic evaluations of major transport infrastructure investments focus on the direct costs and benefits arising from travel, including user time savings, operator cost savings, and reductions in externalities including air pollution, noise, and accidents. There is an emerging consensus that major transport investments may have significant impacts that are not well captured by this type of conventional cost-benefit analysis.

Over recent decades, Vietnam’s agricultural sector has made enormous progress, realizing major gains in productivity and output and contributing to national goals related to food security, poverty reduction, social stability, and trade. Nevertheless, there are growing concerns related to the quality and sustainability of Vietnam’s agricultural growth and related patterns of development.

This report summarizes the results of the analytical work on housing market finance carried out by the World Bank Group at the request of the Ministry of Finance. The purpose of the work was to inform the policy dialogue about how best to develop a sustainable housing finance market in Nigeria, and improve the effectiveness of interventions aimed at stimulating the housing market and providing quality housing to the population. The work was funded by DFID and carried out over 2013 and 2014.

Cities in Sub-Saharan Africa are experiencing rapid population growth. Yet their economic growth has not kept pace. Why? One factor might be low capital investment, due in part to Africa’s relative poverty: Other regions have reached similar stages of urbanization at higher per capita GDP. This study, however, identifies a deeper reason: African cities are closed to the world.

Since 2004 Ethiopia has experienced strong and generally broad-based real economic growth averaging 10.7 percent per annum. It is one of the most populous countries in the world, but it is not highly urbanized. Nevertheless, urbanization in Ethiopia is taking place rapidly, and is expected to increase over the coming few decades. Addis Ababa, is its commercial and political center and exemplary of the rapid urban growth of Ethiopia. The rapid urban and metropolitan growth in Addis Ababa is exacerbated by poor planning and land-use, inadequate infrastructure, and chronic housing shortage.

The objective of this transport component of the broader Africa Climate Business Plan (ACBP) is to begin to mainstream climate benefits into the World Bank’s transport program for Sub-Saharan Africa, the better to assist African countries in bringing their climate change efforts to scale.

The objective of this transport component of the broader Africa Climate Business Plan (ACBP) is to begin to mainstream climate benefits into the World Bank’s transport program for Sub-Saharan Africa, the better to assist African countries in bringing their climate change efforts to scale.

Following a chaotic political decolonization, from 1975 to 2000, the Comoros failed to sustain the extension of private land ownership pursued since the beginning of the twentieth century and to implement land reform prepared with the assistance of the FAO and the UNDP but abandoned after the assassination of the President of the Republic in 1989. This reform was based on a form of heritage management recognizing the plural and complementary nature of modes of securing land tenure.

Landfill gas (LFG) management can help mitigate greenhouse gas emissions and contribute to the overall safe operation of a landfill, sometimes simultaneously generating revenue. However, financing these systems can be a challenge, particularly in low-resource settings. Recognizing that landfill emissions are expected to rise into the foreseeable future, this report outlines a variety of ways that city governments, private landfill owners, or other project developers finance LFG management systems that mitigate these emissions.

Mozambique, the only Lusophone country covered in the agribusiness indicators initiative, has had a turbulent history since independence. Civil unrest over some 20 years and frequent drought in southern Mozambique, coupled with floods near the many waterways that transect the country (mainly east-west), have inhibited an agricultural transformation. Even so, Mozambique could be a regional breadbasket. The country has much potentially usable arable land, along with access to river water for irrigation in many agricultural production zones, particularly in central and northern Mozambique.