Syndicate content

Urban Development

Building smarter cities

Arturo Muente-Kunigami's picture

For the first time in history, more than half of the world’s population lives in cities. Over 90 percent of urban growth is occurring in the developing world, adding an estimated 70 million new residents to urban areas each year. Demand for services in urban areas is therefore increasing exponentially, and the capacity of local governments to manage this demand is challenged.

Moreover, even though private sector has been successful in leveraging technology to improve service delivery and efficiency, governments have failed to fully embrace the benefits that these innovations bring. There is a growing need for governments to be able to deliver more services in a more efficient and effective way with limited resources. Cities need to innovate and create new tools and approaches.

Voices of Haiti

Isabelle Schaefer's picture
Five years after a devastating earthquake hit Haiti’s capital and nearby towns on January 12, 2010, killing up to 230,000 people, the country continues to rebuild and the Haitian people show signs of resilience despite the current political uncertainty. Almost everyone has a story to tell.
 

“Smart mobility” for developing cities

Ke Fang's picture
Follow the author on Twitter: @KeFang2002
 

In many developing cities, transport infrastructure – whether it be roads, metro systems or BRT - is not growing fast enough, and cannot keep up with the ever-increasing demand for urban mobility. Indeed, constructing urban transport infrastructure is both expensive and challenging. First, many cities do not yet have the capacity to mobilize the large amount of funds needed to finance infrastructure projects. Second, planning and implementing urban transport infrastructure projects is tough, especially in dense urban areas where land acquisition and resettlement issues can be extremely complex. As a result, delays in project implementation are the norm in many places.

Therefore, solving urgent urban transport problems in these cities requires us to think outside the box. Fortunately, the rapid development of ICT-enabled approaches provides a great opportunity to optimize and enhance the efficiency of existing and new urban transport systems, at a cost much lower than building new infrastructure from the ground up.

Video Blog: World Bank Vice President for East Asia and Pacific visits Indonesia

Axel van Trotsenburg's picture
Video Blog: World Bank Vice President for East Asia and Pacific visits Indonesia


Axel van Trotsenburg, World Bank Vice President for East Asia and Pacific, travelled to Indonesia, where he visited the capital Jakarta and Makassar in South Sulawesi. He noted that Indonesia faces a large challenge in meeting infrastructure needs, in order to provide basic services and integrate a country with over 17,000 islands.
 

Weekly Wire: The Global Forum

Roxanne Bauer's picture

These are some of the views and reports relevant to our readers that caught our attention this week.
 
Tightening the Net: Governments Expand Online Controls
Freedom House
Internet freedom around the world has declined for the fourth consecutive year, with a growing number of countries introducing online censorship and monitoring practices that are simultaneously more aggressive and more sophisticated in their targeting of individual users. In a departure from the past, when most governments preferred a behind-the-scenes approach to internet control, countries are rapidly adopting new laws that legitimize existing repression and effectively criminalize online dissent.

Is vote-buying always bad for development?
International Growth Center
Elections in the developing world suffer from considerable problems such as ballot fraud, low voter education. electoral violence, and clientelism. If developing world elections do not revolve mainly around policy accountability, there could be important consequences for economic development

Recent World Bank Data Reveal Worrying Trends in Transport

David Lawrence's picture



The World Bank’s Public-Private Partnership Group and Public-Private Infrastructure Advisory Facility report that total private participation in infrastructure (PPI) fell in the transportation sector in emerging markets by 39 percent to $33.2 billion in 2013, compared with 2012 levels.

In part, this reflects a broader trend – overall, PPI in all infrastructure sectors fell by 24 percent. The biggest drop was in South Asia, which saw PPI in transport fall from just over $20 billion in 2012 to approximately $3 billion in 2013, mostly because of significant decreases in India. Two other regions – Latin America & the Caribbean (LAC) and Eastern Europe and Central Asia (ECA) – also saw decreases. PPI in transport increased in East Asia and the Pacific (EAP) and Africa, but not by enough to offset decreases elsewhere.



2013 Transport PPIs by region
 
This is not good news for the world’s poor. Transportation is a critical component of development and growth, enabling people to access schools, hospitals and markets. It facilitates labor mobility and ensures that raw materials and finished goods get to customers. In rural areas, transportation systems provide an economic and social connection with the rest of the country. Within cities, good urban transportation is often the only form of transportation available to the poor. It also improves the flow of goods and services, reduces greenhouse gas emissions, and improves the overall quality of life.

A New Model to Chip Away at the Infrastructure Financing Gap: Brazil Leads the Way

Cara Santos Pianesi's picture



Infrastructure bottlenecks have created seemingly perpetual traffic jams in and around São Paulo. Photo credit: Marcelo Camargo/ABr.

There’s a lot of time for innovative thought when you’re stuck in traffic in São Paulo.
 
Perhaps that’s why, in the words for Deborah L. Wetzel, World Bank Country Director for Brazil, “São Paulo has continuously innovated to overcome its infrastructure bottlenecks, often becoming a model to other states in Brazil.”
 
With a loan signed last month between the state and Banco Santander, and insured by the Multilateral Investment Guarantee Agency (MIGA), the state is at the vanguard of infrastructure financing.
 
Forty-one million people use the state’s transportation networks. While the network is one of the most developed and modern in Brazil, it is still insufficient for the state’s needs.

The State of São Paulo has sought to address the situation for some time, and the World Bank has played an important role through lending and technical assistance. An important component of this work is the São Paulo State Sustainable Transport Project that aims to rehabilitate roads in several key corridors and to reconstruct two bridges.

Yet, with a total cost estimated at $729 million, this project has faced a major financing hurdle. In September 2013, the World Bank approved a $300-million loan toward the initiative. But with growing demand for loans from Brazil’s poorest states, the bank was unable to commit additional funds. The State of São Paulo itself committed $129 million. That left a shortfall of $300 million.

How was the state going to mobilize these funds at a cost that would be acceptable to taxpayers?

A partnership with MIGA was a natural answer. In addition to political risk insurance, MIGA provides credit-enhancement products that protect commercial lenders against non-payment by a sovereign, sub-sovereign or state-owned enterprise.

In an unprecedented move, the State of São Paulo bid out the project to commercial banks with a requirement that their loans be backed by MIGA’s credit-enhancement instrument.

The result:  MIGA issued guarantees to Banco Santander on a $300-million loan. With MIGA’s credit enhancement, the cost of the commercial loan was lower, and the length of the loan was longer, than São Paulo could have achieved on its own. The additional financing will be used to increase the scope of the project’s activities.

A major African step to make sustainable transport a reality

Roger Gorham's picture
Promoting Sustainable Transport Across Africa

The term “sustainable transport” evokes a wide range of images and perceptions among transport professionals and lay people alike. For some, it means a range of technology solutions – from diesel particulate filters to ebikes, Copenhagen wheels, or buses running on compressed natural gas.  For others, the term can refer to changes in behavior, like improving the way vehicles are maintained or driven, or efforts to carpool.  For yet others, the term implies even more radical changes, like wholesale shifts in the way cities are designed, and/or smart city approaches that use ICT technologies to fundamentally change the way people interact with their surroundings. “Sustainable Transport” can mean any or all these things, including expanding access to transport services in rural areas. 
 
But however the term is interpreted, it is not normally associated with Africa.  Indeed, in many respects, common images of African transport are synonymous with unsustainability – high rates of traffic growth and congestion (even in cities with comparatively low motorization rates), high traffic injury and fatality rates from substandard road safety practices, highly polluting vehicles, minimal formal public transport services, poor enforcement of road worthiness and vehicle overloading– and the list could go on.  
 
It is then very telling that the inaugural conference of the Africa Sustainable Transport Forum took place in Nairobi, Kenya in late October, with not only a great deal of interest but also high-level participation (with delegates from 42 African countries, including 25 Ministers). The conference was hosted by the Kenyan government, with support from the World Bank-led Africa Transport Policy Program (SSATP) and the United Nations Environment Program (UNEP). The Ministerial portion of the conference was opened by both President Kenyatta and Secretary General Ban Ki Moon. 
 
Over three days, technical experts and ministers discussed what transport sustainability means for the continent, resulting in the first ever Sustainable Transport Action Framework for Africa. There were a number of other “firsts” associated with the conference: the first time African transport and environment ministers gathered together to discuss transport issues; the first time that “sustainability”, as a key objective of transport policy in Africa, was the focus of the agenda; and the first time that a Secretary General of the United Nations had ever opened an international conference focused on transport.

Life in the Slow Lane - The Nairobi Grind

Apurva Sanghi's picture

I’ve lived in cities famed for their gridlock: 1990s Bangkok (gridlock was as bad as it could be); Los Angeles (gridlock + pollution); New Delhi (gridlock + pollution + honking galore); Nairobi’s gridlock is surely up there.

But is traffic “bad”? What sort of question is that you ask? Surely, the answer is 'yes', you say: time wasted stuck in traffic, the frustration, the needless idling of vehicles which creates both local (and global) pollution and so on. But let me suggest this: traffic congestion is also a sign of development. In fact, the more vibrant and dynamic the city as Nairobi surely is, the more traffic congestion you might expect...to paraphrase Gordon Gekko from the movie Wall Street, “Traffic is…good”!


Pages