Almost two weeks ago, when Hurricane Sandy hit the east coast of the United States, the importance of sustainable transport--which is the field I work in--really came home to me. I was in New York for a UN Working Group meeting on transport’s contribution to sustainable development—one of the priorities for Secretary General Ban Ki-moon’s second term.
For fun, suppose you were a software developer, and you came up with a terrific idea to communicate public transit information. For example, imagine your city experiences frequent floods, and you have devised an automated system that sends SMS texts to passengers, advising them of alternative transit routes during emergencies.
How much revenue do you think you could earn for that software? How many people could you positively impact?
What if I told you that today, by taking advantage of one tiny revolution in open data, you could take those numbers and multiply them by 350, turning $100,000 into $35 million, or 1 million people into 350 million? Sounds pretty good, right? If you are in international development, sounds like a promotion…
How relevant is ICT for transport? The emergence of low-cost open-source mapping tools; widespread cellular network coverage in developing countries; declining costs of mobile phone hardware; and increasing Internet use by public agencies have resulted in unprecedented opportunities to support transport planning and management in developing countries.
If you miss me at the back of the bus, and you can't find me nowhere
Come on up to the front of the bus, I'll be ridin' right there
I'll be ridin' right there
I'll be ridin' right there
Come on up to the front of the bus I'll be ridin' right there
Africa’s infrastructure deficit is no secret. Several recent studies by the World Bank and others have confirmed that across the continent, roads are inadequate, railways in poor condition and waterways limited. While the problems are most obvious at the national level, they are more acute along routes connecting countries. Lack of resources contributes to the patchy state of infrastructure connectivity between African countries. But it is not the only hurdle. A key question is: given limited resources, how should infrastructure be planned, prioritized and financed?
Sixteen countries in Sub-Saharan Africa are landlocked. To trade goods in overseas markets, they must cooperate with their coastal neighbors, working together to plan roads, transport goods to port and keep borders open. This is harder than it sounds. While numerous regional organizations exist to coordinate infrastructure planning in Africa, in practice they are made up of representatives with interests rooted in their own countries. Decisions by these bodies are often political and driven by members’ desire to see projects in their home territories.
A very good panel discussion this week on Gender Equality Data and Tools at the Bank reminded me of the research we did in transport on household surveys with my friend and a World Bank colleague, Kinnon Scott. In retrospect, this work should be better advertised as it touches upon many of the points that were raised on the importance of gender-relevant data for policy. The three main questions that follow permeate t
A multi-lane highway with a speed limit exceeding 70 mph, a dirt road without shoulders or protective barriers, and a city street where child pedestrians and cyclists share space with cars, buses, trucks, and motorcycles can be among the most dangerous places in the world.
Working in transport for development, our focus is often on the physical infrastructure that is needed to improve mobility and provide access to services and markets. Road safety is an issue that obliges us to focus on our clients: the young and vulnerable users of road networks around the world.
Transport planning in MENA and other regions does not routinely address gender issues and sex disaggregated data is limited as is gender and transport expertise. In the MENA region, as in many other developing regions, women’s mobility is constrained by limited transport supply and also by social factors that can reduce the access of women to economic opportunities and voice in local decision-making.
A major constraint with developing and maintaining rural roads is the fact that they are, unfortunately, rural. The areas where they are needed are often difficult to access, logistics become complicated, local contracting capability is limited, engineers are few and far between, and younger engineers especially, are not keen to leave the urban environment.