When I used to work in Rwanda, I lived on a small street in Kigali. Every time I invited friends over, I would tell them to “walk past the Embassy, look out for the Church, and then continue to the house with the black gate.” The day a street sign was erected on my street was a game changer.
So how do more than two million citizens of Accra navigate the busy city without the help of street names? While some street names are commonly known, most streets do not have any official name, street sign or house number. Instead, people usually refer to palm trees, speed bumps, street vendors, etc.
But, what happens when the palm tree is cut or when the street vendor changes the location?
The absence of street names poses not only challenges for orientation, but also for property tax collection, postal services, emergency services, and the private sector. Especially, new economy companies, such as Amazon or Uber, depend on street addressing systems and are eager to cater to market demands of a growing middle class.
To address these challenges, the Accra Metropolitan Assembly (AMA), financed by the World Bank’s second Land Administration Project , is implementing a street addressing and property numbering system in Accra. Other Metropolitan areas received funding from other World Bank-funded projects for similar purposes.
Public spaces such as streets, open spaces, parks, and public buildings are a big part of cities that are often overlooked. Inadequate, poorly designed, or privatized public spaces often generate exclusion and marginalization and degrades the livability of the urban environment. That is why the importance of public spaces are now embedded within the Sustainable Development Goals.
In dense built-up cities like Karachi, Pakistan, public spaces are even more important. These are areas of respite and recreation from the stress of city life. They are also social and cultural spaces where livelihoods and businesses are conducted, especially for the urban poor. Public open spaces in Karachi have suffered from rapid urban growth:
The total share of green space detectable in satellite imagery has fallen from 4.6% in 2001 to 3.7% in 2013.
Large tracts of vacant land in prime areas in the city center are closed off to the public and neglected.
Twelve square kilometers of prime waterfront area, often a valuable public asset in other cities, is still mostly undeveloped more than 10 years after the roads were built.
Many sidewalks in the main commercial areas and busy corridors are broken down, converted to unregulated parking areas, or used for dumping trash—to the detriment of pedestrian safety and public health.
In a focus group, women also remarked on the lack of safe playgrounds or other recreational facilities for children.
Recently the World Bank Group approved a loan for the Karachi Neighborhood Improvement Project (KNIP) to finance improvements in public spaces in the city’s selected neighborhoods and to strengthen the city government’s capacity to provide certain administrative services such as business registration and construction permits. The investments in safety, walkability and access to public transit nodes are also timely, given the city’s plans to introduce a system of Bus Rapid Transit within the city and in two of the three neighborhoods.
Beyond the investments in the physical space and urban design, a key design feature of KNIP is its emphasis on active and sustained engagement with the residents of Karachi. The project aims to use a participatory planning process to identify, prioritize, and design highly impactful enhancements to public areas such as sidewalks, open spaces and green spaces, and public buildings. While the exact nature of investments will be determined through community consultations, they may include safety features for pedestrians and other non-motorized transportation, accessibility and mobility improvements close to commercial areas and planned transit stations, new or upgraded neighborhood parks and playgrounds, infrastructure to foster safe and vibrant street activity (kiosks for vendors, tables and seating, temporary street closures for festivals, etc.), measures to address traffic congestion and parking, and improved municipal services in public areas (street lighting, garbage collection, drainage, etc.).
KNIP is intended to be an entry point to showcase the value of participatory planning and inclusive urban design, as the first step in a longer-term strategy for city transformation and rejuvenation. Building confidence and inclusiveness in city management is critical to ensure the success of deeper institutional reforms and larger infrastructure investment programs down the road. KNIP is expected to help lay the foundation for a multi-year partnership between the World Bank Group and the local and provincial governments focused on inclusivity, livability, and prosperity. To this end, KNIP will also support the creation of a Karachi Transformation Steering Committee (KTSC), comprised of elected officials, government representatives, business leaders, community stakeholders and NGOs representing various public interests. KTSC’s mandate is to develop a shared vision for Karachi’s transformation and a roadmap to achieve that vision in an inclusive way.
It will take Karachi as much as $10 billion of capital investment over the next decade to close the infrastructure gaps in the city.
On the ground, it is not too difficult to see why this is so. More than 40% of residents rely on public transport, but with 45 residents competing for one bus seat, travel within the city is difficult. Water supply is highly irregular, and rationing is widespread. The availability of water ranges from four hours per day to two hours every other day. Many households rely on private vendors who sell water from tankers at high prices. The sewage network has not been well maintained since the 1960s, and all three existing treatment plants are dysfunctional. Industrial waste, which contains hazardous materials and heavy oils, is dumped directly into the sea untreated. Of the 12,000 tons of municipal solid waste generated each day, 60% never reaches a dumpsite; 80% of medical waste is not disposed of properly.
These are some of the views and reports relevant to our readers that caught our attention this week.
2014 Corruption Perceptions Index
Poorly equipped schools, counterfeit medicine and elections decided by money are just some of the consequences of public sector corruption. Bribes and backroom deals don’t just steal resources from the most vulnerable – they undermine justice and economic development, and destroy public trust in government and leaders. Based on expert opinion from around the world, the Corruption Perceptions Index measures the perceived levels of public sector corruption worldwide, and it paints an alarming picture. Not one single country gets a perfect score and more than two-thirds score below 50, on a scale from 0 (highly corrupt) to 100 (very clean).
The Fall of Facebook
Facebook has won this round of the Internet. Steadily, grindingly, it continues to take an ever greater share of our time and attention online. More than 800 million people use the site on an average day. Individuals are dependent on it to keep up not just with their friends but with their families. When a research company looked at how people use their phones, it found that they spend more time on Facebook than they do browsing the entire rest of the Web. Digital-media companies have grown reliant on Facebook’s powerful distribution capabilities. They are piglets at the sow, squealing amongst their siblings for sustenance, by which I mean readers.
I have been thinking a lot about ‘theories of change’ this week (as I was here). Actually, I have been thinking more about ‘conceptual models,’ which was the term by which I was first introduced to the general idea* and the term I still prefer because it implies more uncertainty and greater scope for tinkering than does ‘theory.’ (I accept that ‘theory of change’ has been branded and that I have to live with it, but I don’t have to like it.)
Regardless of the term, the approach of thinking seriously about how behavioral, social and economic change happens is important but often overlooked during the planning stages of projects/programs/policies and linked evaluations. Moreover, they are glossed over in the analysis and reporting stages, left to academic speculation in the discussion section of an evaluation paper and not informed by talking systematically to those people who were intended to benefit from the program.
I think there is growing recognition that building a theory of change is something that should happen, at least in part, backwards (among other places where this is discussed is in ‘evidence-based policy’ with the idea of a ‘pre-mortem‘ and ‘thinking step-by-step and thinking backwards‘). That is, you start with the end goal, usually some variant of ‘peace,’ ‘satisfaction,’ ‘wellbeing,’ ‘capabilities,’** etc., in mind and work backwards as to how you are going to get there from here.
My previous blog ended with a question about the usefulness of anticipating the long-term future if that future is highly uncertain. Ever since the 1982 article on “Trends and random walks in macroeconomic time series” by Nelson and Plosser, there has been a debate about the long-term statistical properties of GDP and other macroeconomic variables. Nelson and Plosser could not reject the hypothesis of a random walk (with drift), which means that random shocks have a permanent impact on the level of GDP and that the uncertainty interval around forecasts becomes wider and wider with every year you try to peek farther into the future. The message seems to be: If next year’s world is already very uncertain, don’t even bother forecasting the world in 2030.
Others found that “macroeconomic time series are best construed as stationary fluctuations around a deterministic trend function”, if you allow for a few structural breaks in the trend. The consequences for long-term forecasting are huge because, in this case, random shocks are transitory, there is mean reversion, and it is in fact easier to analyze long-term trends than short-term fluctuations.
On a grassy coastal plain near Sendai, Japan, stands a symbol of survival.
The four-story school house was the tallest building in the neighborhood of 980 homes, where children once played and went to school but now mostly consists of the remnants of concrete housing foundations. In Japan’s March 11, 2011 disaster, more than 300 people made it onto the roof of Arahama Elementary and survived the massive tsunami that hit Japan’s shores. School and community evacuation drills and preparedness saved lives that day, Principal Takao Kawamura said.
The school’s experience resonated at the Sendai Dialogue on October 10—where leaders, disaster and development experts debated how to better prepare for disasters in an increasingly risky world, where disasters have doubled in 30 years.
Since May, the Internet has been a-buzz with the “bridge bus”, a never-before-seen public transit contraption scheduled for a 186 km route pilot in Beijing later this year. The bus straddles existing roadway lanes, creating a moving tunnel-like effect for the vehicles underneath. The vehicle’s Shenzhen-based designers claim that the system can move up to 1,200 passengers at a time (300 per bus), without taking away from existing road space, while at the same time reducing fuel consumption (the bridge bus runs on electricity, partially supplied by solar panels), and at a lower cost than building a subway. A revolution!
I am a big fan of entrepreneurial innovation in transit. And when I see something truly innovative and different come out of one of the countries where we work, I get very excited! But there is something about this concept -- something that doesn’t seem quite right…
In Chenggong, there are more than a hundred-thousand new apartments with no occupants, lush tree-lined streets with no cars, enormous office buildings with no workers, and billboards advertising cold medicine and real estate services – with no one to see them.
As my colleagues and I wandered, on–foot, down the center of Chenggong’s empty 8-lane boulevards and dedicated bus lanes, never seeing a single person, we marveled about the fiscal and political conditions that would have to exist to create something like this.
Have you ever been to a foreign city and not been able to figure out the names of the stations or directions of that city’s metro? Did you feel completely lost and upset with whoever designed the system? Maybe as a parent you have tried taking a bus with a stroller and gave up because you were not able to take it up the steep stairs? Or maybe you had to walk on the road among traffic and cars because the sidewalk was blocked by construction or parked cars?