Rapid motorization and traffic congestion are becoming a major challenge for large cities in the developing world, and generating significant economic and social costs. In Cairo, for instance, the World Bank estimates that congestion costs are as high as US$8 billion or 4% of the city’s GDP.
As porteñas as tango, yellow bicycles from the Buenos Aires’ bike-sharing system have undoubtedly become a part of the urban landmark. In a city dominated by buses and taxis, bicycles have recently made a comeback and are slowly reclaiming the road through the bike sharing system –or bicing as we all call it. Known as Ecobici, this system has celebrated the millionth trip last December and is here to stay.
What makes Ecobici different from other bike sharing systems around the world? We think it’s about two simple answers: it is operated manually and doesn’t cost an Argentinian peso.
Also available in Thai
The wet season has already arrived in Thailand, and with it, also memories of the devastating floods that in 2011 affected more than 13 million people, left 680 dead, and caused US$46.5 billion in damages and losses. The impact of the floods on businesses and global supply chains has been well-documented with accounts making headlines throughout 2012. But how about the poor?
The flooding altered the lives of hundreds of thousands of men and women - particularly those in already precarious situations. Two years onwards, what has changed? Having visited two slum upgrading projects in north Bangkok last month, there are insights relevant for other Asian cities grappling with rapidly growing populations, the force of natural hazards, and climatic uncertainties.
‘It’s raining, it’s pouring. The old man is snoring.’ Truth be told, I apparently snore, and I suppose I’m not that young anymore. But hard to believe, I’m sure this nursery rhyme is not about me. And despite the recent Noah-like floods in Europe, Bangkok, Calgary, Dhaka, Jakarta, New York and Toronto, it’s not really about any one city, or any one country, or even any one continent. But, ‘went to bed and bumped his head. And won’t get up in the morning,’ aptly describes our current political paralysis.
Many children know this song. Soon they will learn how their grandfathers and fathers slept through the rain.
Here in troubled Toronto and gritty Calgary, there was the inevitable debate on whether or not the recent floods could be attributed to climate change. ‘If it’s this bad now, what’s the future hold?’ people wondered. ‘Sleepwalking into trouble,’ came to mind for many.
The recently launched report by the High Level Panel on the post-2015 Development Agenda puts forward that the post-2015 agenda needs to be driven by five big, transformative shifts. The first one it highlights is that the new agenda should leave no one behind. It states that:
“We should ensure that no person – regardless of ethnicity, gender, geography, disability, race or other status – is denied universal human rights and basic economic opportunities. We should design goals that focus on reaching excluded groups.”
Clearly, the world will have to pay particular attention to slum-dwellers, who are left behind in many areas of development and in the current Millennium Development Goals (MDGs).
Within the next 30 years, urban populations in developing countries will double and UN-Habitat estimates that around 3 billion people will need housing and basic infrastructure. Already, 70% of existing housing in developing countries is built informally without appropriate structural standards. Thus, the challenge lies in reconciling informal settlements with existing and future planned environments.
In light of these challenges, the South Asia urban team at the World Bank, as part of its urbanization webinar series, organized a discussion on “Upgrading Housing in Informal Settlements.” This webinar highlighted the challenges of upgrading housing in informal settlements, and shared lessons from around the globe where targeted policy interventions and grassroots movements have mobilized resources to create success stories. Guest speakers and experts around the world joined the discussion on informal settlements.
For the East Asia & Pacific Transport, Urban & Disaster Risk Management team of the World Bank, a recent study trip to New Orleans was an eye-opener about how even the richest society in the world can face challenges that are strikingly similar to those of our client countries. In a city that is famous for the excesses of the French Quarter, the opulence of the Garden District and (since that fateful August in 2005) the desolation of the Lower 9th Ward, we saw how the impacts of a disaster are made all the worse when prosperity is not shared.
Two years after Katrina, I made my first trip to New Orleans to study the reconstruction process. The Lower 9th still had mountains of debris from flattened houses on most blocks. Where houses still stood throughout the city, FEMA’s iconic Urban Search & Rescue ‘x-codes’ remained as eerie signposts on the road to recovery.
A recent learning trip to New Orleans by the East Asia and Pacific Transport, Urban and Disaster Risk Management team introduced the unique charms of this city to many of us for the first time. Anyone who has been to New Orleans will remember the city for its historic but lively French Quarter, its living jazz tradition, with bands of talented local musicians playing for tips in the narrow streets, its Mardi Gras floats, its Cajun food, the oldest continually operating streetcar system in the world, and the varied history of the city that has resulted in its distinct Creole culture. As Dave Roberts, a local tour guide, explains to tourists, this was where the classical music tradition of the French colonialists came into contact with the pulsating African rhythms of freed slaves escaping to Louisiana from Haiti. The fact that jazz music was consequently born in New Orleans “was not a coincidence,” he says. “Few things are.”
Everywhere we went in New Orleans, we heard painful stories of those who had lived through Hurricane Katrina in 2005. But what was striking was the pride that the residents of New Orleans have in their city and their determination to rebuild it. As my colleague Artessa Saldivar-Sali describes, city officials and the US Army Corps of Engineers have dedicated themselves to strengthening the city’s defenses in order to ensure that the next time the city is hit, it is better prepared. Well-educated New Orleanians and outsiders have come to work at the city redevelopment authority, the disaster preparedness agency, and community-based affordable housing organizations. These are people who could easily abandon New Orleans for well-paid private sector jobs in other US cities but who have chosen instead to use their talents in aid of the poor and vulnerable and towards the greater good of their city.
Transport drives development: It leads agricultural producers out of subsistence by linking them to markets, enables regions and nations to become more competitive, and makes cities more productive. But transport is also a big polluter, contributing 20 percent of global energy-related CO2 emissions. These emissions have grown by 1.7 percent annually since 2000, with 60 percent of the increase in non-OECD countries where economic growth has been accompanied by a surge in demand for individual motor vehicles.
Are attempts to change this trend bad for development? Recent historical experience tells us otherwise. Countries with the lowest emissions per passenger-km are the ‘development miracles’ of recent decades: Japan, Korea, Singapore, and Hong Kong are all champions in transport fuel-efficiency.
So what would a low-emission future look like? Some see rapid improvements in engine technology as the path to de-carbonization. (Source: IEA) The IPCC, however, finds that technical breakthroughs such as mass affordability of fuel cell cars are unlikely to arrive soon. If so, emission reductions will have to be achieved by a modal change, emphasizing mass transit, railways, and inland water transport rather than individual motorization and aviation.
How we support agribusiness and handicrafts sector in Upper Egypt
Last week I met 35 entrepreneurs from Assyut, Aswan, Beni Seouf, Cairo, Fayoum, Giza, Luxor , Minya, Qena, Sharkeyya, Sohag. Some of these names aren’t familiar and there is a reason for that…
They had just been awarded 25,000 dollars each through the Egypt Development Marketplace (DM) competition because their businesses have potential to grow, and create jobs for some of the most vulnerable and marginalized people in Upper Egypt.
I was struck by the new innovative ideas for example using palm trees to produce handicrafts and high quality affordable furniture. But also by the revival of local industries such as the ancient Upper Egyptian carpet weaving produced by ferka, not only generating income for marginalized girls and women, but also renewing pride in Egypt’s remarkable culture and heritage. Whether producing local honey, or adding value to products through food processing of tomato paste, olive oil or dairy products specifically for low-income families, these businesses had deserved their cash reward.
- Upper Egypt
- Urban Development
- Private Sector Development
- Labor and Social Protection
- Information and Communication Technologies
- Financial Sector
- Agriculture and Rural Development
- Middle East and North Africa
- Egypt, Arab Republic of