Last year, road crashes claimed more than 150,000 lives in India, making road safety an essential element of any road project in the country.
In line with international experience and practice, the World Bank has progressively developed a comprehensive approach to road safety that doesn’t just consider infrastructure design but brings together all key stakeholders that have a stake in making and keeping roads safe, from police authorities to transport and health departments as well as infrastructure providers.
The Dhaka Metropolitan Area is the economic and political center of Bangladesh and has been the country’s engine of economic growth and job creation. This has contributed to Bangladesh having one of the fastest rates of urbanization in South Asia.
Today, more than one-third of Bangladesh’s urban population lives in Dhaka, one of the world’s most densely populated cities with 440 persons per hectare – denser than Mumbai (310), Hong Kong, and Karachi (both 270).
Dhaka is also one of the least livable cities in the world. It is ranked 137 on livability out of 140 cities, the lowest for any South Asian city surveyed. The low livability in Dhaka disproportionately affects vulnerable populations, such as the poor, women, and the elderly.
In 2002, Sao Paulo’s embarked in one of the most transformative transport projects of the decade: the construction of Metro Line 4. The new line had big ambitions: it was meant to significantly improve the commuting experience, better connect the south and western regions of the Sao Paulo Metropolitan Region (SPMR) to the center, change the metro system from a radial to a flexible network, and interconnect all transport modes, including buses, suburban trains (CPTM), bicycles, as well as existing and future metro lines.
Line 4 was also the first metro project in Brazil to be designed as a Public-Private Partnership, whereby operation and maintenance (O&M) was concessioned to a private company for 30 years. The project was segmented into 2 construction phases, both of which were technically and financially supported by the World Bank from 2002.
When finished, Metro Line 4 will feature a total of 11 stations along a 14.4-km alignment, 29 trains in operation, four integrated bus terminals, and one dedicated train yard. It will carry nearly 1 million passengers per day. Since the opening of the first segment in 2010, the line has experienced high passenger traffic and allowed for a significant reduction in journey times. In 2012, Line 4 even featured among the 100 most innovative infrastructure projects in the world.
A new station was inaugurated just a few weeks ago, and the line is now just one station away from completion. Once the whole project is operational by 2020, aha resident of Vila Sonia in the western part of the city will need only 20 minutes to reach Luz station at the opposite side of the city, compared to one hour in 2002.Today they can already reach it in 32 minutes!
Now that the Line 4 odyssey has almost concluded, it can teach us a number of valuable lessons about what it takes to implement such complex infrastructure projects in a dense urban area like Sao Paulo.
An ever-growing urban population with overflowing and at times chaotic vehicular traffic can make life difficult even for the most well-abled pedestrian.
The challenges become higher for a person with a disability.
‘How can I go out of my home?’ asks Tajkia Mariam Jahan, a wheelchair user from Dhaka, who was confined to her home for seven years due to the road environment.
The city roads are unwelcoming not only for people in a wheelchair like her but also for persons with all types of disabilities.
Hawa Aktar, a woman with hearing impairment, needs clear, visible signs and signals on road crossings and from vehicles. And Bashir Uddin Molla, a student with visual impairment, needs sounds and guidance when she is walking.
None of these facilities are available to people with disabilities living in Dhaka.
A massive storm system brought historic flooding across South Eastern Europe in 2014, causing more than $2 billion in damages in Bosnia and Herzegovina and shrinking Serbia’s economy by nearly a full percent. Two years later, in August 2016, thunderstorms in the Former Yugoslav Republic (FYR) of Macedonia dropped 93 liters of precipitation per square meter in just a few hours, sparking flash floods in the capital, Skopje, that killed at least 21 people.
In both cases, some of these impacts could have been reduced by improving cross-border monitoring and forecasting while strengthening early warning services at a national level. Fortunately, governments are now working together to improve information exchanges across boundaries and strengthening regional early warning systems through the South-East European Multi-Hazard Early Warning Advisory System.
The social, political, and economic transition of countries across Eastern Europe, the Caucasus, and Central Asia over the last three decades has been a long and arduous process, and many challenges remain. Among them, an imminent concern is the seismic threat faced by certain housing typologies that are believed to have outlived their design lifespan, and suffer from serious deterioration and disinvestment.
Within a century, Japan would become the world’s second largest economy. Its growth has been fueled by cities such as Tokyo, Yokohama, Osaka, and Kobe. Japanese cities can offer a myriad of lessons to their counterparts in developing countries.
Japanese cities are also at the forefront of dealing with some of the world’s most pressing challenges. For example, cities like Osaka and Toyama have developed a number of tools to address the social issues caused by rapid aging. Most developed and developing cities in the world will face similar challenges in the years to come. Providing a platform where these cities can learn from the experience of Japanese cities may lead to significant development impact.
Supported by a partnership between the World Bank and Japan, the Tokyo Development Learning Center (TDLC) does just that.
Lovelie prefers to pay more for a camion than take a tap-tap, because the former will take her directly to the market in 55 minutes. Tap-tap operators, to maximize revenues, limit the distance they operate to no more than 5 kilometers, so she would have to change three or four times, which is not easy with her bundles of goods. But she may not have a choice, if the camions are full by the time they get to her, as they often are.
Understanding the realities of urban transport as experienced by people like Lovelie was key for the forthcoming Haitian Urban Mobility Study and the Haiti Urbanization Review, two distinct but interdependent studies developed by the World Bank’s transport and urban development teams.