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.
When a family of 10 smooth-coated otters appeared in Singapore’s urban downtown of Marina Bay last year, the city was ablaze with excitement and delight. Who would have thought that these otters would make a dense urban environment like Singapore home? After all, otters were thought to have vanished in the 1970s as Singapore rapidly developed into a dense metropolis.
Was this a fad? Probably. Was this a big deal? Absolutely. In a small city-state where land is considered a scarce resource, This was not the case in Singapore. Between 1986 and 2010, as Singapore’s urban population doubled from 2.7 to 5 million, its green cover also increased from 36% to 50%, all within the confines of just 710 square kilometers. The increase in green cover in urbanized Singapore was seen as a sign that the efforts by the urban planning agency, parks and water management boards had paid off, and a testament that the natural environment could be indeed be integrated effectively into the urban fabric of the city.
Today is World Environment Day. This year, it celebrates the theme of “connecting people to nature,” and invites us to think about how we are part of nature—and how intimately we depend on it.
- New Urban Agenda
- Global Goals
- sustainable development goals
- public space
- urban design
- urban planning
- Sustainable Communities
- Urban Development
- Climate Change
- East Asia and Pacific
- World Environment Day
As we continue our efforts to increase awareness around on-foot mobility (see previous blog), today, I would like to highlight a project we developed for Paraisópolis.
While most of the community has access to basic services and there are opportunities for professional enhancement and cultural activities, mobility and access to jobs remains a challenge. The current inequitable distribution of public space in the community prioritizes private cars versus transit and non-motorized transport. This contributes to severe congestion and reduced transit travel speed; buses had to be reallocated to neighboring streets because they were always stuck in traffic. Pedestrians are always at danger of being hit by a vehicle or falling on the barely-existent sidewalks, and emergency vehicles have no chance of getting into the community if needed. For example, in the last year there were three fire events—a common hazard in such communities—affecting hundreds of homes, yet the emergency trucks could not come in to respond on time because of cars blocking the passage.
These issues are critically important, no doubt. But what about the city itself as a physical space? What should a sustainable city "look like"? Are there any big design principles that all successful urban planners should follow?
Because urbanization is often a chaotic process, many countries feel like they don't have the time or resources to address those questions. Yet evidence has shown that considerations about urban form and design are anything but cosmetic: creating vibrant public spaces within a city, for instance, can boost competitiveness, improve health outcomes, and strengthen social cohesion.
In this video, Ede Ijjasz-Vasquez and Jon Kher Kaw delve deeper into the linkages between urban spaces and sustainability, and describe the many benefits that come with a well-designed city.
If you want to learn more about this topic, we invite you to discover our latest Sustainable Communities podcast.
- Urbanscapes at the World Bank
- Urbanscapes: Public Spaces for City Transformation
- #wb_urbanscapes and #betterpublicspaces on Twitter
As per NASA’s definition, global warming is “the unusually rapid increase in Earth’s average surface temperature over the past century primarily due to the greenhouse gases released as people burn fossil fuels.” This increase in temperature has grown exponentially in recent times. According to a World Bank report, warming of close to 1.5°C above pre-industrial times is already locked into Earth’s atmospheric system by past and predicted greenhouse gas emissions.
This rise in temperatures is most notable in cities due to the so-called “urban heat island” effect. This is caused by the concentration of people, vehicles, buildings and machinery, all of which generate heat. However, the biggest contributor to the urban heat island effect is the replacement of plants by concrete, according to the Smithsonian’s article.
Deforestation and increased pollution have caused Paraguay’s capital Asunción to be recognized as the hottest city in the world. World Wildlife Fund had an interesting idea to raise awareness amongst Paraguayans about the dangerous effects of global warming. With a local chef, they organized an outdoor restaurant with a “Global Warming menu” cooked directly on the hot asphalt of the street.
There are several non-transport factors, or urban design factors, that play a critical role in a traveler’s decision on their best travel mode.
The first critical factor is density. As illustrated in a famous study done by Alain Bertaud, a former World Bank staff, density is the primary reason why 30 percent of daily trips are carried out by public transport in Barcelona, but only four percent in Atlanta. Barcelona is about 30 times denser than Atlanta, so it is therefore much easier to provide same level of public transport services in Barcelona than Atlanta.
One lesser-known factor is accessibility. Just having a high population density may not guarantee more people to use public transport.
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.
Increasing numbers of citizens all over the world are demanding that urban planners and political authorities in their cities “get it right” when designing public urban spaces. People living in cities, both in developed and developing countries are reclaiming streets as public spaces, demanding urban planners to re-design streets to ensure a more equitable distribution of these public spaces, and prioritizing the allocation of streets for people to walk, cycle and socialize. This was the central topic discussed last week at the “Future of Places” conference in Buenos Aires, Argentina.
How do we contribute to a more equitable society by building more equitable cities? In an increasingly urbanized world, urban mobility is central to citizens’ social and economic wellbeing. However, current urban transportation systems – based primarily on the movement of private motorized vehicles – have prioritized road space and operational design of streets for automobiles over other modes of transport, which has caused many social, environmental and economic consequences, therefore reducing urban livability and equitable access.
The values of urbanity and mobility are being rethought all over the world, and Latin American cities are no exception to this questioning of how cities are to be developed today. One of the answers to sustainability issues lies in the concept of proximity, which combines different dimensions of the urban proposals that the 21st century requires. These dimensions include public health – particularly the fight against sedentary habits – as well as density, compactness, closeness, resilience, and livability of the public space. These all point to a new urban paradigm that all creative cities wish to adopt in order to attract the knowledge economy and guarantee social cohesion.
In 1993, when I was 10 years old, my family took a trip to Beijing, where the large boulevards provided us with an image that seemed reversed: bicycles everywhere, punctuated by the occasional car. The young and old rode nearly identical two-wheeled machines to get where they needed to, and the internal combustion engines were sidelined, weaving their way through an army of peddlers. At that time, writes Kristof in 1988, 76% of road space in China’s capital was taken up by bicycles – and one in every two people owned a bicycle (that’s 5.6 million bikes for 10 million people).
Fast forward 20 years: Beijing’s traffic patterns are impressive for a very different reason. Cars now clog the streets, slowing down rush hour traffic to 9 miles per hour, and bicycles have all but disappeared. Chinese consumers have overwhelmingly embraced the car - from 1990 to 2000, their number increased from 1.1 to 6 million (a 445% leap). The hunger for cars is growing; China is now home to over 78 million cars, of which 6.5 million are in Beijing alone.