Our planet is undergoing a process of rapid urbanization, and the next few decades will see unprecedented growth in urban areas, including in urban infrastructure. Most of the growth will take place in low-and middle-income countries. The expansion and development of urban areas require the acquisition of land, which often requires physical relocation of people who own or occupy that land.
How can urban resettlement become a development opportunity for those affected by the process of urban development?
At about 3:30am most weekday mornings, Lovelie is by the roadside near her home in Kenscoff, Haiti, waiting for a vehicle with her produce of carrots and broccoli. With luck, a ‘camion’ with sufficient room for her and her bundles will come by soon, to take her for the 22-kilometer trip to the Croix-de-Bossales market in the center of Port-au-Prince, where she has a stall. If not, she will have to take a ‘tap-tap’, informal urban public transport similar to that found in many cities of the developing world, operated by small-scale entrepreneurs using second-hand vehicles – in Haiti’s case, imported pick-up trucks from the United States, modified to seat 14 on the flat bed, with standing room for a few more.
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.
This initiative is supported by the World Bank’s Trust Fund for Statistical Capacity Building (TFSCB) with financing from the United Kingdom’s Department for International Development (DFID), the Government of Korea and the Department of Foreign Affairs and Trade of Ireland.
Scaling local data and synergies with official statistics
The themes for this year’s call for proposals are scaling local data for impact, which aims to target innovations that have an established proof of concept which benefits local decision-making, and fostering synergies between the communities of non-official data and official statistics, which looks for collaborations that take advantage of the relative strengths and responsibilities of official (i.e. governmental) and non-official (e.g.,private sector, civil society, social enterprises and academia) actors in the data ecosystem.
Bus travel is one of the attributes that makes Fiji so unique, with its well-mannered passengers, vibrant colors, festive island music, and windows open wide to let the breeze in. Since the popularity of buses in Fiji is expected to continue for many years to come, Fijian authorities have begun to think about ways to transform the industry to make it more sustainable now and in the future.
Following its successful leadership role as president of the 2017 United Nations Climate Change Conference in Bonn, Germany, the Government of Fiji is continuing its efforts to champion low-emissions development across the Pacific region and beyond. One particularly compelling example is the government’s plan to scrap public transport buses and replace them with cleaner, more efficient fleet. The current fleet is obsolete and responsible for much of the country’s greenhouse gas emissions and air pollution. The World Bank supported the government through a preliminary study, financed by Japanese funds, QII-JIT.
Starting this month, an estimated 9 million women will be able to get behind the wheel in Saudi Arabia after the historic announcement in September last year lifting the ban on women from driving. While international attention has often focused on the driving ban on women in Saudi Arabia, it has often missed the fact that women in several other countries are legally debarred from certain driving jobs. The World Bank’s recently released Women, Business and the Law 2018 report finds that 19 countries around the world legally restrict women from working in the transport sector in the same way as men.
In 2017, Foreign Direct Investment (FDI) into Sri Lanka grew to over $1,710 billion including foreign loans received by companies registered with the BOI, more than doubling from the $801 million achieved the previous year.
On October 4, 2016, category 4 Hurricane Matthew struck the southern part of Haiti. Strong winds and rain triggered heavy flooding and landslides that resulted in 500 fatalities, along with widespread infrastructure damage and economic loss. The hurricane caused the collapse of the Ladigue Bridge, a vital asset connecting the southern peninsula of Haiti to the capital city and the rest of the country. The collapse left 1.4 million people completely isolated, making it extremely hard to deliver the aid and humanitarian assistance they needed. Overall damage and losses were equivalent to 32% of GDP, with transport accounting for almost a fifth of the total.
Haiti is among the countries that are most vulnerable to natural disasters including hurricanes, floods, and earthquakes—the result of a combination of factors that include high exposure to natural hazards, vulnerable infrastructure, environmental degradation, institutional fragility, and a lack of adequate investment in resilience. In Haiti, 80% of people and goods are transported by road. First aid and humanitarian resources, often concentrated in Port-au-Prince, need to transit through congested and sometimes inaccessible roads to reach affected areas. In that context, strengthening and building resilient infrastructure is key.
Since 2008, the World Bank has supported the reconstruction of 15 major bridges and stabilized 300 kilometers of roads to enhance the resilience of Haiti’s transport network. One of the most significant innovations that came out of this effort was the adoption of standardized emergency bridges that can be assembled within 2- 3 months from pre-designed and interchangeable components.
Transitioning from diesel buses to cleaner technologies can significantly contribute to tackling air pollution in cities and reducing the carbon footprint of urban transport. As alternatives to diesel are getting more and more viable, many governments and development partners are encouraging bus operators to make the switch, mostly by offering financial incentives such as example 1 or example 2.
However, after promoting cleaner buses in Mexico for five years, we have seen firsthand that financial incentives alone are not enough. Specifically, there are three main obstacles that impede the expansion of cleaner bus fleets, and should be addressed appropriately.
New technologies and risk aversion
In general, private bus operators tend to be very risk averse when it comes to experimenting with new vehicle technologies. This is not exactly surprising: according to our own calculations from different projects in Latin America, variables related to vehicle performance—like fuel and maintenance—make up over 2/3 of costs over the life cycle of a conventional diesel bus. In that context, operators who are not familiar with the performance of new vehicle technologies can understandably perceive the transition to a cleaner fleet as a huge financial gamble.
Rising at 7:00 am to take children to school may seem like a regular activity for many. But what about bringing ALL your community’s youngest children to school, on a donkey cart no less?
Every morning, children from the Sinchou Demben village in central Gambia meet Malang Demto. Stick in hand and a smile on his face, he leads them to the closest elementary school, located approximately three kilometers away. Mr. Demto is a farmer who for a little over a year has also overseen the village’s ‘school bus,’ the donkey-pulled cart he drives to Sare Babou.