The Median Age of the Population in Every Country
View the full-size version of the infographic by clicking here
With a few notable exceptions, the world is rapidly aging.
Today’s infographic, which was shared by Bill Gates on Reddit, shows this incredible explosion in age and how different countries contrast with one another on this demographic metric.
While aging populations in Europe, North America, and Asia stand out on this type of visualization, it’s also important to look at the negative space. In both South America and Africa, populations are still quite young, with Africa getting younger and younger.
Note: The infographic is grouped based on U.N. regional classifications, and lumps Central America, the Caribbean, and South America as one demographic region.
The Oldest Countries
Which countries are the outliers in terms of global demographics?
Let’s start by taking a look at the oldest countries in terms of median age.
|#2 (t)||Germany||45 years||Europe|
|#2 (t)||Italy||45 years||Europe|
|#4 (t)||Greece||44 years||Europe|
|#4 (t)||Bulgaria||44 years||Europe|
|#4 (t)||Portugal||44 years||Europe|
Japan takes the cake for the oldest population and it’s joined by a host of European nations.
The following countries tied for the #7 spot, which is just off of the above list: Austria, Croatia, Latvia, Lithuania, Slovenia, Spain, and Bermuda. All of these places had median ages of 43 years, with Bermuda being the only non-European state of this group.
It’s worth noting that some smaller countries appear to be excluded from Gates’ infographic. As we showed on our last chart covering the subject of median age, which uses a different data set, the small city-state of Monaco (which has a population of just 39,000 people) actually has the highest median age in the world at 53.1 years.
The Youngest Countries
Now, let’s take a peek at the world’s youngest countries in terms of median age.
|#1 (t)||Chad||14 years||Africa|
|#1 (t)||Niger||14 years||Africa|
|#3 (t)||Afghanistan||16 years||Middle East|
|#3 (t)||Angola||16 years||Africa|
|#3 (t)||Burkina Faso||16 years||Africa|
|#3 (t)||Mali||16 years||Africa|
|#3 (t)||Somalia||16 years||Africa|
|#3 (t)||South Sudan||16 years||Africa|
|#3 (t)||Uganda||16 years||Africa|
The youngest countries globally are Chad and Niger with a median population age of 14 years. Both are located in Sub-Saharan Africa.
The only non-African country is war-torn Afghanistan, where the median age is 16 years.
A variety of countries tied with a median age of 17 years old, which puts them just off of the above list. Those countries include: Benin, Burundi, Ethiopia, Madagascar, Malawi, Nigeria, Tanzania, Zambia, Yemen, and Timor-Leste.
More Context on Aging
Want to get an even better idea of what the world looks like as it ages?
To get a sense of change over the coming decades, it’s worth taking a look at this animation that shows median age projections with a focus on Western countries all the way until the year 2060.
Hunger Pandemic: The COVID-19 Effect on Global Food Insecurity
Over 135 million people face acute food insecurity worldwide—but COVID-19 could almost double these numbers. Which regions could be most affected?
How COVID-19 Could Worsen Global Food Insecurity
While COVID-19 is dominating headlines, another kind of emergency is threatening the lives of millions of people around the world—food insecurity.
The two are very much intertwined, however. By the end of 2020, authorities estimate that upwards of 265 million people could be on the brink of starvation globally, almost double the current rate of crisis-level food insecurity.
Today’s visualizations use data from the fourth annual Global Report on Food Crises (GRFC 2020) to demonstrate the growing scale of the current situation, as well as its intense concentration in just 55 countries around the globe.
The report looks at the prevalence of acute food insecurity, which has severe impacts on lives, livelihoods, or both. How does the Integrated Food Security Phase Classification (IPC) classify the different phases of acute food insecurity?
- Phase 1: Minimal/None
- Phase 2: Stressed
- Phase 3: Crisis
- Phase 4: Emergency
- Phase 5: Catastrophe/Famine
According to the IPC, urgent action must be taken to mitigate these effects from Phase 3 onwards. Already, 135 million people experience critical food insecurity (Phase 3 or higher). Here’s how that breaks down by country:
|Country/ Territory||Total Population Analyzed (Millions)||Population in Crisis (Phase 3+, Millions)||Share of Analyzed Population in Crisis|
(24 communes in 3 provinces)
(Cox's Bazar and host populations)
|Central African Republic¹|
|Democratic Republic of the Congo¹|
(selected areas in 6 regions)
(Arid and Semi-Arid Lands)
(Southern, south-eastern and eastern areas)
(16 states and Federal Capital Territory)
(Balochistan and Sindh drought-affected areas)
(excluding West Darfur)
|Syrian Arab Republic||18.3||6.6||36%|
(Luhansk and Donetsk oblasts, and IDP)
|United Republic of Tanzania¹|
|Total populations||825.1 million||134.99 million|
Source: GRFC 2020, Table 5 – Peak numbers of acutely food-insecure people in countries with food crises, 2019
¹ Include populations classified in Emergency (IPC/CH Phase 4)
² Include populations classified in Emergency (IPC/CH Phase 4) and in Catastrophe (IPC/CH Phase 5)
While starvation is a pressing global issue even at the best of times, the ongoing impact of the COVID-19 pandemic is projected to almost double these numbers by an additional 130 million people—a total of 265 million by the end of 2020.
To put that into perspective, that’s roughly equal to the population of every city and town in the United States combined.
A Continent in Crisis
Food insecurity impacts populations around the world, but Africa faces bigger hurdles than any other continent. The below map provides a deeper dive:
Over half of populations analyzed by the report – 73 million people – are found in Sub-Saharan Africa. Main drivers of acute food insecurity found all over the continent include:
Examples: Interstate conflicts, internal violence, regional/global instability, or political crises.
In many instances, these result in people being displaced as refugees.
- Weather extremes
Examples: Droughts and floods
- Economic shocks
Macroeconomic examples: Hyperinflation and currency depreciation
Microeconomic examples: Rising food prices, reduced purchasing power
Examples: Desert locusts, armyworms
- Health shocks
Examples: Disease outbreaks, which can be worsened by poor quality of water, sanitation, or air
A major side-effect of conflict, food insecurity, and weather shocks.
One severely impacted country is the Democratic Republic of Congo, where over 15 million people are experiencing acute food insecurity. DRC’s eastern region is experiencing intense armed conflict, and as of March 2020, the country is also at high risk of Ebola re-emergence.
Meanwhile, in Eastern Africa, a new generation of locusts has descended on croplands, wiping out vital food supplies for millions of people. Weather conditions have pushed this growing swarm of trillions of locusts into countries that aren’t normally accustomed to dealing with the pest. Swarms have the potential to grow exponentially in just a few months, so this could continue to cause big problems in the region in 2020.
Insecurity in Middle East and Asia
In the Middle East, 43 million more people are dealing with similar challenges. Yemen is the most food-insecure country in the world, with 15.9 million (53% of its analyzed population) in crisis. It’s also the only area where food insecurity is at a Catastrophe (IPC/CH Phase 5) level, a result of almost three years of civil war.
Another troubled spot in the Middle East is Afghanistan, where 11.3 million people find themselves in a critical state of acute food insecurity. Over 138,000 refugees returned to the country from Iran and Pakistan between January-March 2020, putting a strain on food resources.
Over half (51%) of the analyzed population of Pakistan also faces acute food insecurity, the highest in all of Asia. These numbers have been worsened by extreme weather conditions such as below-average monsoon rains.
An Incomplete Analysis
As COVID-19 deteriorates economic conditions, it could also result in funding cuts to major humanitarian organizations. Upwards of 300,000 people could die every day if this happens, according to the World Food Program’s executive director.
The GRFC report also warns that these projections are still inadequate, due to major data gaps and ongoing challenges. 16 countries, such as Iran or the Philippines have not been included in the analysis due to insufficient data available.
More work needs to be done to understand the true severity of global food insecurity, but what is clear is that an ongoing pandemic will not do these regions any favors. By the time the dust settles, the food insecurity problem could be compounded significantly.
Visualizing the Footprint of Highways in American Cities
Highways improved mobility for the average American, ingraining the automobile into the urban fabric of American cities, for better and worse.
Visualizing the Footprint of Highways in American Cities
Driving on the open road is a defining feature of the American experience, made possible by coast-to-coast highways. It defined a generation of life and ingrained the automobile into the urban fabric of American cities, for better and worse.
Today’s animations show how highways reshaped the downtown cores of six American cities and created new patterns of urban life. But first, some background information on the creation of the interstate system.
The Interstate Highway System
The U.S. Interstate System was created on June 29, 1956, when Dwight Eisenhower signed the Federal-Aid Highway Act. It would eventually run 46,876 miles, cost $521 billion and take 36 years to complete.
From San Diego to Bangor, the interstate highway system connected Americans and opened up the country to commerce and geographic mobility like never before, but for all its benefits, this new transportation network ripped through established patterns of urban and town life, creating a new era of urban development.
The Legacy of Highways: The Suburbs and Inner Cities
The vast geography of continental America helped to entrench personal mobility and freedom into American society. Highways and automobiles accelerated this lifestyle and even changed the shape of entire cities.
According to Prof. Nathaniel Baum-Snow of the University of Toronto, between 1950 and 1990, the population of central cities in the U.S. declined by 17% despite a population growth of 72% in larger metropolitan areas during the same period. Baum-Snow posits that, had the interstate highway system not been built, central cities’ populations would have increased 8%.
Firms followed the workers to the suburbs, but the highways system also created additional benefits for these firms. Cross-country road access freed manufacturing from ports and downtown rail hubs, while allowing economies to operate across larger distances, altering the dynamics of typical urban economies.
Faced with this new reality, inner cities struggled in years to come.
The introduction of highways created an increase in the supply of land for development through faster commutes to outlying areas. In 1950, half of all jobs were located in central cities. By 1990, less than one-third of urban jobs were located in the core of American cities.
“Not TV or illegal drugs but the automobile has been the chief destroyer of American communities.” Jane Jacobs, Author The Death and Life of Great American Cities
Benefits of new development accrued to the outer areas while the construction of the highways in inner cities displaced largely low-income communities, segregated neighborhoods, increased the amount of air and noise pollution, devalued surrounding properties, and removed access to jobs for those without a car, further concentrating poverty.
Before and After: Six American Cities
A bird’s eye view of six American cities reveals what was and what is now. By overlaying existing highways over the neighborhoods they replaced, it becomes clear how much interstate construction drastically altered America’s urban landscape.
Public opposition to the construction of I-980 was so strong that developers abandoned the project in 1971, only to complete it over a decade later.
The I-95 carved through Miami’s largely black Overtown neighborhood. The construction of a single highway cloverleaf resulted in 20 square blocks being demolished, displacing over 10,000 people in that community.
The I-95 comprised unconnected segments between 1957 and 1965 through the densest urban areas in a deliberate effort to prevent premature suburbanization and to revitalize the downtown core.
The I-71 cuts downtown Cincinnati off from its waterfront and a massive freeway interchange forced the destruction of dozens of blocks west of downtown.
Freeway construction transformed Detroit between 1951 and 2010. Previously, its downtown had been surrounded by a high-density street grid. Today, it’s totally encircled by freeways.
Rochester is one of many cities opting to undertake freeway removal projects.
As the dotted line above shows, the “moat” surrounding downtown is slowly being removed. The city used reclaimed land from the Inner Loop freeway to construct three mixed-use developments that include below-market-rate units.
The Future of Urban Living: Do Highways Matter?
A new era of living is reconsidering the impacts of these highways on urban centers. As property values rise and existing housing stock is pressured, there are growing concerns over the environmental impacts of suburban life. As a result, urban planners and residents are looking to revitalize city cores and re-purpose land occupied by burdensome slabs of highway concrete.
Since 1987, there have been more than 20 urban highway segments removed from downtown cores, neighborhoods and waterfronts, mostly in North America. The pace of removals has picked up significantly and an additional 10 highways are now planned for removal in the United States.
During the COVID-19 pandemic, American cities have seen their traffic plummet. Rush-hour trips into cities are taking nearly half the time while some are not even commuting at all.
While this situation is likely temporary, it is offering a moment for reflection of how cities operate and whether the car should be at the center of urban planning.
*Hat tip to Shane Hampton, whose 60 Years of Urban Change compilation served as inspiration for this article. Visit that page for many more examples of highway impact on cities.
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