Recently, the lack of economic and social opportunities in many urban areas have triggered that the urban poor express a greater demand for a voice in local decision-making that affect their lives. An increasing number of city governments are realizing that open and responsive public institutions are imperative to achieving better and more sustained development results.
Important questions however remain: What are some examples of where the emerging Open Government approach has made a difference in the lives of the urban poor?
As we mark World Food Day, here’s a sobering thought: Too many people are hungry.
One in nine people suffer from chronic hunger, more than 1 billion people are undernourished, and 3.1 million children die every year due to hunger and malnutrition. This is a huge drain on development--when people are hungry and malnourished, they are less able to improve their livelihoods; adequately care for their families; live full and healthy lives and lift themselves out of poverty.
The problem is set to intensify in the future, as the population grows, climate change affects how we produce our food and the natural resources that help feed the world are stretched even further. We aren’t feeding the world as well as we should be in 2014. How can we do better in the future, when the world will need to feed and nourish 9 billion people in 2050?
If we are dead serious about this challenge, then we really need to pay greater attention to the role of transportation and logistics, both crucial in increasing food security, so we can feed 9 billion people by 2050, and mitigating impact on climate change. Just consider these facts:
- Up to 50% of harvest is wasted between farm and fork, the moment we actually consume food.
- Transport-related emissions account for about 15% of overall greenhouse gas emissions. And 60% of those emissions are coming from road transport.
- And logistics costs affect small farmers disproportionally (up to 23% of their total costs).
Country Partnership Strategies are a central element of the World Bank Group’s effort to act in a coordinated way to end extreme poverty and boost shared prosperity. But they can be hard for the average person to navigate—some are three-volume tomes, and others can be dense with technicalities. When we make them inaccessible to the general public, we often forgo a critical opportunity to build broad support for our work.
This year, the Bank Group’s India team decided to take a more innovative approach—one that has the potential to directly engage the public and perhaps even spur others to join us in our cause. In producing the Country Partnership Strategy for India, the team opted not to create a simple PDF for the website. Instead it produced a well-designed book, flush with easy-to-understand graphics and appealing photographs. It also produced a highly interactive web application that visualizes the strategy—and tracks the strategy’s progress towards its goals over time. The tool shows exactly how individual projects along with knowledge and advisory work line up with our twin goals, and what outcomes we expect in each instance.
Follow the authors on Twitter: @jpvelez78, @canonleonardo and @ScorciaH
A few weeks ago, a video entitled “Why doesn’t TransMilenio work?” created a huge buzz among the residents of Bogota. The graphically impeccable video, produced by local Colombian firm Magic Markers, proposes solutions for addressing the systematic overcrowding problem faced by the city’s Bus Rapid Transit (BRT) system known as ‘TransMilenio’. It is based on research conducted in 2012 by a university professor, Guillermo Ramirez, and his students. The video has been watched on YouTube over 700,000 times and has been discussed by important national media outlets.
As urban transport experts and Bogotanos interested to see TransMilenio improved, we wrote a blog post in Spanish breaking down the video between the points with which we agree and the points with which we disagree, and circulated it in social media to further promote the debate. We are now sharing that blog post in English as we believe it offers some interesting discussion points about the challenges of high capacity BRT operations that are relevant in a broader context.
You cannot imagine my surprise while reading a BusinessWeek article last July about an innovative way to transform India’s litter into partial substitute for bitumen in asphalt to build roads!
Well, this transformative method arguably holds larger potential than the “garbage to music” recycling approach I recently wrote about in my first post about creative ways to manage waste. “Garbage to roads” was pioneered by an Indian chemist called Vasudevan, and it could help not only in getting rid of tons of plastic litter- thick acrylics and bottles, grocery bags and wrappers-- but in building roads at the same time. It’s a win-win solution for all.
City planners and design professionals have long known that the way in which physical space is constructed affects human behavior. Walkways, doorways, and lighting direct people for strategic reasons, colors and textures impact our sensory experiences, and the size and flow of space affects our social interaction.
Physical space is also important in designing transportation infrastructure where entry and exit points direct the flow of traffic, ticketing affects efficiency, and roadways shape the speed and orientation of traffic.
As one architect puts it, “Designers often aspire to do more than simply create buildings that are new, functional and attractive—they promise that a new environment will change behaviours and attitudes.”
Consumers consider these aspects when they decide how to travel in a process known as translation in which they consider personal benefits and costs of a product. In this case, people make ask themselves, ‘I know a new bus line is available, but will it save me money or time?’ or 'I can ride my bike, but will it be safe?' The process is complex, and occurs over time and through repeated interactions.
In order to put design to good use in changing attitudes and behaviors, the city of Bogotá immersed itself in the lives of its residents and created solutions to tackle the heavy congestion and lack of safety that were common on the city’s streets. They used the economics of nudge, paired with design principles, to increase public use of bicycles and buses.
Economists often recommend fuel taxes to curb greenhouse gas emissions from automobiles in cities. But the effectiveness of these taxes depends heavily on other factors, like the availability of public transportation, and the density of a city. In the following podcast interview, I discuss my paper, co-authored with Paolo Avner and Jun Rentschler, and explain why taxes are twice as effective when accompanied by an investment in public transport. Please listen in.