Can a ramp for people with disabilities make a difference in a big city? The answer may seem obvious to many, but I encourage you to read on to find out the complexities and nuances surrounding the issue of mobility in a large Latin American metropolis. This is a true story. I was attending the launch of a project “Mainstreaming Inclusive Design and Universal Mobility in Lima ”project - financed by the Japan Policy and Human Resources Development (PHRD) program and I was surprised to see people in wheelchairs asked to move away from the table where coffee, pastries and fruit were being served during the break.
At the same time blind, deaf and people with cognitive impairments, among other disabilities, were being actively welcomed.
What would blogs be good for if it were not for their intent on steering a bit of controversy?
So here it is… I do not believe that behavior change interventions can effect lasting change in people’s travel patterns unless real choices are available to them within the local context.
How relevant is ICT for transport? The emergence of low-cost open-source mapping tools; widespread cellular network coverage in developing countries; declining costs of mobile phone hardware; and increasing Internet use by public agencies have resulted in unprecedented opportunities to support transport planning and management in developing countries.
Working in transport for development, our focus is often on the physical infrastructure that is needed to improve mobility and provide access to services and markets. Road safety is an issue that obliges us to focus on our clients: the young and vulnerable users of road networks around the world.
As the United States prepares for its first presidential election after the Great Recession, inequality has emerged as a central political issue. This is not unremarkable: Americans have historically seemed much less troubled by income differences than, say, Europeans. You may remember a 2004 article by Alberto Alesina, Rafael di Tella and Robert MacCulloch in the Journal of Public Economics, which reported that happiness in the US was much less sensitive to inequality than in Europe.
Transport planning in MENA and other regions does not routinely address gender issues and sex disaggregated data is limited as is gender and transport expertise. In the MENA region, as in many other developing regions, women’s mobility is constrained by limited transport supply and also by social factors that can reduce the access of women to economic opportunities and voice in local decision-making.
For those of us anxiously awaiting the new edition of the World Bank’s leading publication, the World Development Report (WDR) each year, this year’s edition does not disappoint. Credit should be given to the team of the ‘WDR2012: Gender Equality and Development’ team for successfully moving their analysis from skepticism to the elaboration of a sensible analytical framework focused on aspects of gender equa
My entry last week gave a quick profile of the South Asian overseas workers and discussed the crucial role of remittances received from the Gulf Cooperation Council (GCC) countries (Saudi Arabia, the U.A.E, Kuwait, Qatar, Bahrain and Oman) for South Asian economies. Today I’d like to discuss whether changes in the labor market policies of the GCC countries could jeopardize job prospects for South Asian migrant workers.
Creating jobs for GCC citizens is already on the top of the agenda in some of these countries and is bound to gain more momentum with the youth bulge. Efforts to create jobs for nationals through the “nationalization of the labor market” have been further intensified as a response to the recent events in the Middle East. Across the GCC, additional policy measures are being announced highlighting the need to replace expats with nationals in private and public sector. These messages have been the strongest in Saudi Arabia, but also in the U.A.E. and Kuwait.
A few years ago I proudly put a sticker on my bicycle that claimed one should ‘bike local’ in order to ‘think global.’ These days, it seems that the car is unavoidable in the majority of growing cities and that instead of biking local one should avoid commuting at all.
The number of motorcycles in many Latin American cities, such as São Paulo, Rio de Janeiro, Brasilia and Bogotá, has grown much faster than the automobile fleet in recent years. In many Asian cities, motorcycles and three-wheeled vehicles are the primary modes on urban roads.