franknews

Working at the Supranational Level

by Daniel Naujoks

July 31, 2019

This interview with Daniel Naujoks was conducted and condensed by frank news. It is part two of our conversation on The Mobility Mandala.

frank: Today, we often hear about a crisis of cooperation at the international level. It seems that many countries are reluctant to work together and many wonder about the place of the United Nations in today’s world. This is broad – but what influence does the UN have on nations today?

Daniel Naujoks: When we think about the influence of the UN it’s important to recognize that the UN isn't one entity. What we call “the UN” includes many different ways in which states interact with each other, often mitigated or moderated by certain entities of the UN. You have the General Assembly, which, for many people is the quintessential UN. And the Security Council – a highly political body and the only UN organ that has the power to take decisions infringing on states’ sovereignty. On the other hand, there is the UN of the many programs and agencies that have specific mandates and that work with governments and non-state actors to achieve something, like the UN Development Programme, the International Labour Organization, or the UN Environment Programme, to name a few.

When it comes to migration and displacement, we actually had several discussions on these topics at the General Assembly. In 2006, the UN organized the first high level dialogue on international migration and development, for which I was part of the organization team at the UN Population Division. In 2013, we had another high-level dialogue at the UN General Assembly. And after preparing and negotiating for two years, in December 2018, the global community adopted two new compacts. The UN adopted the UN Global Compact for Migration, for safe, orderly and regular migration, and the UN Global Compact on Refugees. These are non-binding agreements but the entire process of drafting these compacts was influential for spurring discussions among countries, between countries and civil society at the international level, and, even more importantly, at the national level.

Often we think of UN issues as matters at the supranational level, happening at the UN General Assembly hall here in New York or in Geneva. And that's true, that is an important venue. But, when we have a UN event or UN treaty, or in this case, a compact, there are also national stakeholders, human rights commissions, NGO networks, ministries at the national level, who have an interest in promoting certain issues. And they have consultations, the press picks up issues. Each country is a little different and it depends on the strength of certain stakeholders and their interests. For example, the U.S. government was largely absent from the process of the UN Global Compact for Migration.

Already in the beginning of the negotiations, the US declared, "We're out." Which, in my opinion, was not a very smart move, because even at that point, it was clear that it would be non-binding.

The risk of somewhat being held accountable would actually be low. And remaining in the discussions would have given the US a way to influence the content. But I think it was more about sending a political message to certain local constituents than an actual policy move in the international sphere.

What is remarkable is that even though the national government withdrew from the process, many U.S. cities said, "Can we be part of that?" New York, Chicago,and other cities really stepped in. Thus, in the end, there was a lot of participation in the U.S., even though the national government declared they don't want to have anything to do with it. So, sometimes, how the UN works is a little more complex than just what the official state department position is on an issue. And there are many venues. There are bilateral consultations, there are regional consultations on human trafficking, on labor migration and so on. There is a Global Forum on Migration and Development, the GFMD, which, since 2007, takes place every year. Governments come, they exchange notes on good policies, and on what can be done, mostly at the working level. At the working level, government officials cooperate and learn from each other. Again, it's non-binding. And the UN provides inputs, they chair sessions, they write background papers, they present case studies.

This is to exemplify that there are systems where policy learning happens in a much more informal setting, than through rigid rules-setting and treaty-making. This is something students in the UN Studies specialization here at Columbia’s School of International and Public Affairs, that I direct, focus on when studying global governance. There are many different ways in which local and national governments, countries’ specific ministries, institutions, and agencies, international organizations, NGOs, and other groups negotiate and collaborate.

And then in the developing world, of course, the UN has a different role, because they are not just advising, they're working with local partners and in actual programs, like funding. And they're advising governments directly on how to do things.

But even there, what people from the outside often don't understand, the UN cannot work without the explicit consent of the host government.

So, when Kenya says that they want to close the refugee camps for Somalia refugees, UNHCR can plead, "Oh, please, refugees have rights and camps are bad." But, unless the Kenyan government gives UNHCR authority to work on certain programs, and provides UNDP consent to implement initiatives on livelihood strategies targeting refugees, these agencies can't do much. This being said, because of certain power asymmetries and donor interests, the so-called technical assistance from UN agencies in the Global South has the potential to influence policy decisions and exemplifies how the work of the UN can have an impact. But the political leverage of many agencies is not as large as is often seen. Which is why there's a lot of bargaining in the background. The things that you don't see that are not official.

Can you give an example?

DN: An example for the fact that the UN has to always ask for permission to work on certain issues is the persistence of the use of refugee camps. For the last 15 to 20 years, we know that refugee camps are not good for refugees. In the very short term, in the immediate aftermath of an atrocity, of a civil war, of a calamity, in the case of a sudden influx, camps may make sense to provide shelter and food and medical services to a large number of people. But, even in the medium term, they're very bad for the human development outcomes of people.

They lend themselves to a range of human rights violations, because people live in close vicinity to each other, people who are very heterogeneous among themselves. Just because they're all refugees, just because they're all from one country, doesn't mean they all get along well.

Camps generally don't provide sufficient economic opportunities for people, et cetera. That's why for some time now, we know that limited humanitarian responses to large refugee and IDP movements are not good for development. Definitely not for those people who are displaced, but mostly equally for surrounding communities. I actually developed a role-play simulation on the reasons for and against refugee camps and participants understand quite clearly the mix of international development and human rights logic with local politics and interests.

Addressing the shortcomings of classic humanitarian approaches, different UN agencies have been very strong in advocating for a more development-based strategy. For example, in the Syrian context, there has been the 3RP, the regional refugee and resilience plan, which is headed by UNDP and UNHCR, with I think, about 270 partners. It’s implemented in Syria’s neighboring countries, Jordan, Turkey, Lebanon, Iraq, and Egypt. In addition to each country’s national plan there's a regional plan, which focuses not only on the humanitarian side but also development side. UNDP has been leading these efforts to provide livelihood support, skills, training, et cetera. But even there, we see that the implementation is hampered by a lot of challenges. Take Jordan. In the 2013 donor conference in London, Jordan pledged to give work permits to 200,000 Syrian refugees. They were very committed at the highest level of government.

But, a year later, there were almost no permits for refugees, and everyone asked why. We did a project with Better Work Jordan, which is a collaboration between the International Labour Organization and the World Bank. BetterWork Jordan published a report that my students drafted on why Syrian refugees did not get more official work permits. There are many reasons why employers couldn't employ refugees or couldn't expand their production. The refugees could only work in the export-oriented zones, mostly in the garment sector. They couldn't work in other areas. There was a distance they had to travel. Refugees often didn't want these jobs for a variety of reasons. There were many bottlenecks in the bureaucratic procedure to get work permits. In brief, there were many challenges at the supply side, the demand side, as well as on the bureaucratic transaction side.

These issues combined led to a situation in which this great policy that was mediated by the UN and other donors to actually empower refugees to be economic actors, didn't have the impact people had hoped for. While much of what the UN does can have important impacts, this shows that what can be done at the national level depends a lot on national priorities and politics. How politicians are afraid of negative impacts for the local voting populations. And then, of course, it has also to do with the commitment of the international donors to actually put in money to say, "Yes, we will not only give you minor funds to warehouse refugees but we will partner with you to empower them and your populations." Part of the agreement with Jordan that I mentioned was a pact with the EU. The EU said, "If refugees are employed you can export garments and other goods from export-oriented zones to us duty free." The idea was to use trade and the increase in production in the Jordanian garment sector as a way to increase employment opportunities for refugees. A great idea.

But, you probably need to do more to help Jordanian products to be competitive on the EU market. There's also a time lag. Even if you open up the market right away, these products may not satisfy the EU standards for garments. So, there are many things that the partners need to do to support these endeavors and to really make sure that local leaders are not afraid that if they open the labor market, if they open chances for local integration, that in two years, donors will pull out. And then, they will get stuck with the additional population without the support financial community. So, that's where the UN can help a lot. But, without real commitments from large donor countries or any countries to resettle and share the responsibility for refugees, there's only that much the UN can do.

Thank you so much for your time.

A Note From the Editors

by franknews

October 1, 2021

A note from the editors,

Two years ago, we spent a month looking at our grid system – we came away realizing that while we are deeply dependent on quick, readily accessible energy, very few people had an encompassing understanding of the system, the grid, that provided our energy.

That sense of disconnect is the same with much of the infrastructure that shapes our modern world. We take the ease that roads, damns, and powerlines provide for granted until they are strained or broken.

It’s painfully obvious that climate change is here, that society, as we know it, has changed, and that the infrastructure that maintains our society must change in response.

September looks at the intersection of climate and infrastructure.

-frank

EDITORSLETTER

We Normalized the Abnormal

by Peter Norton

September 22, 2021

This interview with Peter Norton, professor in the department of engineering and society at the University of Virginia, was conducted and condensed by franknews.

Peter | I study the social side of engineering, including its history and its future. I am specifically interested in mobility in cities, sustainability, and inclusivity in mobility.

You write about something called a “treadmill of car dependency”. Would you tell us a little bit about what that is and what that means?

When you start to accommodate automobiles, you inadvertently start to require them. For example, when you build a society where there are lots of good roads for cars, pretty soon, all the destinations become located far apart, such that now you have to drive. Another way in which this effect kicks in is that if you are used to taking the bus or walking or riding your bike, and you have policies that accommodate drivers, pretty soon, it gets harder to take the bus, or harder to bike, or harder to walk so that, although it may seem like the policies are just giving people the choice to drive, inevitably, they tend to give people the obligation to drive.

When they accommodate car dependency, they're perpetuating car dependency.

Why did we start to accommodate car dependency? If we could go back to between 1915 and 1930, what was our thinking? And what were the interests involved in that decision?

Good question. The usual answer to that question is that this was a market decision, this was a democratic decision. America preferred cars, and in a free society, you have to go along with what most people want to do. However, the more I looked into this, the less the story stood up.

What I found instead was that actually, when automobiles started to appear in large numbers on city streets, around 1915, they were treated as intruders who had to be on their best behavior as the newcomers. The way of looking at who belongs in the streets and who's responsible for safety was hostile to car domination. But by the early twenties, people who wanted to sell cars organized to change those norms. And none of this was a market outcome, and it was certainly not an outcome determined by a majority either. A relatively small, relatively wealthy minority of people was all it took to win car domination in city streets. Interest groups organized to make that happen. They changed engineering standards to favor cars. They changed notions about safety: suddenly fast driving was okay and expected and normal.

Crazy what small tweaks to policy can do to society.

Yeah, it was profound. Maybe even more surprising is that a lot of the experts, a lot of the insiders, actually fought these trends. One of the reasons why we don't remember that is that the automobile interest groups were very smart about giving a megaphone to the engineers who were saying, “yes, we have to rebuild cities for cars.” Those engineers got a huge audience. Again, it was very much of a deliberate effort by the people who wanted to sell us cars.

There's an analogy with the people who wanted to sell their cigarettes. It's not a perfect one, but, if you want to make money from cigarettes, it's a good thing that cigarettes are addictive. Your customer will keep buying. Cars were kind of like that. Once they rebuilt society to accommodate cars, they could count on that treadmill effect.

In terms of equity, what are the ramifications of this transformation?

This has huge ramifications. I'll try to keep them simplified, but they're fairly complex. In the mid 20th century, especially the forties, fifties, and sixties, when car dependency was really proliferating and suburbanization was taking off as well, most of the suburbs were explicitly whites-only through segregation and racial covenants, It was still legal until 1968 to write in your real estate covenant that this house cannot be sold to anybody except somebody of European ancestry. So white people could leave the city and people of color stayed in the city. At this point, the highways are coming along so they clear real estate to put the highways in to serve the suburbs.

So these highways went through majority black and brown neighborhoods with almost no compensation.

They were being expelled to make room for drivers who didn't even live there, to drive through where the local residents had lived before. And the destruction is breathtaking. It's shocking to see. I mean, I think people are acquainted with this now better than they used to be, but it's still just jaw-dropping to see what was done to these cities. I think it's an extremely close analogy with colonialism. In other words, you have the colonial power, in this case, the suburbs, exploiting places under the claim that this is progress, this is what we have to do to have a transportation system that works. Which of course is absurd because what we got instead was a transportation system that actually doesn't even work very well, leaving aside all of these matters of equity. Even many of the motorists are themselves, drivers, by compulsion rather than by choice. People pay a huge part of their paycheck to car payments, insurance, fuel, vehicle maintenance, and so on. In effect, even many of the drivers are part of this system of inequality, but not to their advantage.

So the idea was that this is how the transportation system, as you said, needs to be so that it can work. And it turns out that it didn't work. What are the metrics involved in working on the idea of efficiency? Would you say that we don't have efficiency in the system now?

It's a great question because what you use to measure this has obviously profound effects on your analysis.

For example, if you measure how many people are served, you get a very different answer than if you ask how many vehicles are served per hour. And yet the metric many agencies use is cars. Ultimately we care about the people getting where they're going. So that's a strange measure right there.

Another perverse measure is a delay. “Delay” is what traffic engineers say when they mean that you can't go the speed limit. Delay becomes almost like a magic justification for spending public money to reduce delay on the vehicle. The formula they use is they say, well, your time as a person is worth something, like whatever you get paid per hour, and therefore the delay is costing you this amount of money. And therefore we should spend at least that amount of money to remove the delay. That is absurd in a lot of respects. One of the absurdities is that the person causing the delay is the person driving – the drivers cause each other delay. Another thing is if you want to eliminate delay for vehicles instead of delay for people, then you basically have to pave over most of the city. In fact, a lot of American cities are mostly paved over.

In line with what you're saying, but the solutions to overcrowding and traffic seem to be, build more, add more lanes. I mean the freeways in LA are monsters. Would you suggest a different way to think about the current challenges that we're living with?

Well, we need a total transformation. There are some indications that big change is already underway, but not yet 1% of what has to change. We have to have cities so that you do not have to drive. I'm a historian and to me, it's a little surprising how much resistance that idea gets. As a historian, I'm used to looking at cities that are from an era when no one drove and it actually worked quite well. It was certainly not perfect, not even close to perfection, but there were a lot of things going for it that make it attractive.

A lot of Americans who can afford to take a vacation in other countries will go to countries where a city is a city where you have a hotel room and you can walk to the grocery, you can walk to a restaurant, you could walk to your job if you have one there. In an American city, that's usually illegal. By that, I mean maybe about half of Americans live in areas that are zoned for single-family residences only. And if you live in such an area, no one can open up a grocery store that you can walk to because that would violate the zoning ordinance.

And so – strangely in a time when we have to be doing everything we can to make our transportation less energy-intensive – some of our biggest obstacles aren't that we don't have the technology or the money, it's that we actually made it illegal to do it better.

And that's really crazy. We need to change that.

There are so many other things we need to do. We need to just reverse the priorities. We've reversed them before. One hundred years ago, pedestrians were priority number one. We need to put them back to priority number one. Given what we know is sustainable, inclusive, healthful, affordable, equitable, then it's very clear that number one should be pedestrians. Number two should be cyclists. Number three should be other kinds of micro-mobility, like electric bikes and scooters. Number four should be mass transit — buses, electric streetcars, passenger rail, commuter, rail. Automobiles should be last. If we can reverse those priorities, the amazing thing is not only is that more sustainable, it's also cheaper.

What is holding us back from making that transition?

We have normalized the abnormal. So it's abnormal to think that if you want to go somewhere, even to get a cup of coffee or to get a pain reliever, that you have to get in your car to do it. We've gotten so used to it that we think it's normal. If you look at it from a historical perspective, it's really, really weird. It's really weird that if you want a sandwich, that probably means going through a drive-through.

We have to renormalize what we made abnormal.

And that's not easy, but I think there's some good news: we did it before. We can do it again.

It does seem however that so much of what drove the shift were business incentives. Do you think it's possible to invite change not through business and through communities?

That is one of the biggest obstacles. When there's money to be made, there's going to be groups that are very powerful, making sure they make that money. This is a big problem because right now people are telling us, well, we can have carbon-neutral mobility, but it's going to take amazingly high-tech stuff. You're going to need incredible tech. You're going to need all this lithium, all this nickel, all this cobalt. You're going to need all these sensors. You're going to need all these integrated circuits and processors.

All of those things may be wonderfully helpful, but the problem is that they are only telling us about the things they can make some money on. And they're not telling us about all the things we can do that won't make anybody rich. I'm talking about just making environments where you can bike to work, or you can walk to work.

It's going to be very hard to overcome that business interest model to prioritize what's good for the planet and the people who live on it. But there are some good examples of how even against those kinds of odds, we can do some impressive things. One of my personal sources of inspiration is Rachel Carson who wrote Silent Spring in 1962. At that time, chemical companies were making lots of money selling herbicides, insecticides, and so on. And they still are, but there were some practices that were going on that were profoundly destructive and they had been normalized.

She wrote a very eloquent book explaining exactly why this had to change. And amazingly, within eight years of the publication of her book, the number one pesticide that she was pointing at was abolished in the US — and that was a very profitable pesticide. How did she do that? She took millions of isolated people and united them in a common cause. We can unite millions of people as well.

The people who sold us car dependency were very smart about it. They learned that you have to give people a beautiful vision of an attractive future. Even if that attractive future isn't even achievable, if you make it credible, people will sacrifice to get to it. We can make beautiful visions of livable cities.

You touched on electric vehicles but how do you think it fits into the picture?

We do need electric vehicles. Electrification is essential. There's no question about it. The fact that I'm critical of electric vehicles doesn't change that fact.

What I'm critical of isn't electric vehicles. What I'm critical of is the notion that car dependency will work if we just electrify the vehicles.

There's a very big difference. We need a world where you have an option of affordable housing from which you can walk to work or take transit or ride a bike. In that world, electric vehicles might be useful. In this world, electric vehicles solve nothing.

The quantity of metals necessary for the batteries is incredibly problematic in its human and environmental costs. And then it's not even clear we could ever get all the metals necessary to do it. The resulting vehicle is inevitably quite expensive – more expensive even than a combustion-engine vehicle. We simply can't afford that kind of resource-intensive transportation system, not to mention the fact that even right now about three-quarters of our grid is powered by unsustainable fossil fuels. We need to get that up toward a hundred percent, but it won't get there if we have a huge new electric demand. The more new demand we put on the grid, the harder it is to get a grid that's from renewable fuels or sustainable energy sources. Electric vehicles are necessary, but they are not the solution.

Are you hopeful?

The new infrastructure bill does not excite me because it's still primarily based on the assumption that driving everywhere is normal. That can't be normal. I am heartened by some elements in it, including some money for freeway removal, which is unprecedented in federal policy. That's huge and encouraging, but, in general, policy does not make me optimistic. The people who are demanding the policy change give me some optimism. I don't think change is going to come from policymakers of their own accord. It is going to come when people unite and demand change.

E. F. Schumacher was the author of a book called Small is Beautiful back in 1973. One thing he said that stuck with me is when we talk about being optimistic or pessimistic, the trouble with saying you're optimistic is that it leads you to be complacent, and the trouble with saying you're pessimistic means it leads you toward resignation and not trying. We just need to do the best we can.

I can't say I'm optimistic, but I don't dare be pessimistic either.

I'd like us to just go about doing what we need to do to make transportation and energy sustainable.

I think that’s probably right and the only way really to think about our climate crisis without getting either overwhelmed or dejected. It is also trite to say but my favorite thing about New York is the sort of interaction that creates community. When I go back to LA, I'm like, this is lonely...

Yeah. Have you noticed that the sustainable path is often framed as we have to sacrifice? I think a lot of the sustainable way forward is actually very attractive for reasons you just articulated. If we can frame it that way, that may help us overcome some of the resistance to it as well.

We're not just trying to survive. There's also a better world that can be built with the decisions we make now.

Back to the smoking analogy. When the experts were saying “you've got to stop smoking,” the tobacco companies framed that as an unbearable sacrifice. And they said, "Well, you don't have to quit if you use this amazing filter on your cigarette." And what people gradually figured out actually is that quitting is hard, but once you've quit, it doesn't feel like a sacrifice anymore. It feels like liberation. And I think there's something very much like that in store for us. If we can get this right and get it right in time, in not being so prodigious in our energy use and in our driving, it can actually be very liberating.

frank news is dedicated to storytelling across all mediums. A space for debate, discussion, and connection between experts and a curious readership. Topics are presented monthly with content delivered daily.

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