As population and income rise, car and motorcycle ownership quickly increased in both megacities while mass transit is not developing fast enough, with serious consequences on traffic congestion, accidents and pollution. São Paulo has 150km+ traffic queues daily and losses of productivity, wasted fuel, health impacts and accidents estimated at around 2% of Brazil’s GDP in 2013, with three fatal deaths daily in motorcycle accidents alone. Mumbai, in addition to all-day road traffic jams, have an astounding six deaths daily from riders hanging and falling from packed trains which circulate with open doors to avoid reducing carrying capacity. The city comes to a standstill when the rail right-of-way is flooded by heavy monsoon rains.
Access to jobs and basic services in both mega-cities is extremely difficult – particularly for the poor, who often live far from major employment centers. The two cities need to act quickly and take drastic measures to improve mobility and access... But this is easier said than done: expanding the transport infrastructure in these megacities requires careful planning, massive investment, and may also involve relocating large numbers of people and businesses.
Merely eight days after being sworn in, the newly elected Indian Minister for Rural Development, Mr. Gopinath Munde, died in a tragic car crash. While the nation grieves at the passing of an immensely popular and celebrated leader, politicians and the public got a reality check on the seriousness of the road safety epidemic prevalent in the country today.
The irony of the event was that a day before the incident, both authors of this post met with the Joint Secretary and Executive Officers of the Ministry of Rural Development to discuss improvements to road safety under the existing World Bank-funded Rural Roads project. This news is a stark reminder for the government and the Bank alike that a lot remains to be accomplished if we are to achieve a sustainable reduction in road deaths in India.
The Minister’s death added to the alarming list of fatalities that make India’s roads among the most dangerous in the world. Official statistics say around 140,000 people in the country die of such preventable crashes every year and health reports suggest even more. Simply put, 10% of the world’s road deaths take place on India’s roads – which account for less than 3% of the world’s vehicles! In light of those figures, India urgently needs to take comprehensive action to make its roads safer.
Few consumers in developing countries are aware of the standard safety features in vehicles, and in most cases, the government has failed to mandate the minimum crashworthiness safety standards as recommended by the UN. But the situation is starting to change, and it is exciting to see some progress since the last time I wrote about this important topic. In that blog, I had mentioned how the New Car Assessment Program (NCAP) in Latin America highlighted the fact that new cars sold in that region were 20 years behind in safety technology compared to similar models sold in the US and the European Union.
Earlier this year in New Delhi, the Global New Car Assessment Program, a consumer-awareness non-profit, presented for the first time independent consumer crash test results for five of India’s most popular small cars. Besides increasing awareness among Indians about safety performance of the cars they buy, the event also explored how regulatory standards, in combination with consumer information and incentives, can create a ‘market for safer vehicles’ in the rapidly motorizing nations of the developing world.
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.
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.
For several years, the World Bank, the International Civil Aviation Organization (ICAO), and the air transport industry met annually at a conference discussing issues concerning the air transport sector. The conclusions of these conferences are important as they guide the Bank’s aviation development agenda.
In today’s interconnected world economy, efficient, reliable and cost-effective supply chains have become necessities in global trade. Trading in a timely manner with minimal transaction costs allows a country to expand to overseas markets and improve its overall economic competitiveness. For many countries, however, identifying bottlenecks along a supply chain and then determining which logistics procedures and infrastructure to upgrade can be a challenging feat.
For those of us anxiously awaiting the new edition of the World Bank’s leading publication, the World Development Report (WDR) each year, this year’s edition does not disappoint. Credit should be given to the team of the ‘WDR2012: Gender Equality and Development’ team for successfully moving their analysis from skepticism to the elaboration of a sensible analytical framework focused on aspects of gender equa
Saving Lives Through Safer Roads (World Bank story) U.N. Decade of Action on Road Safety aims to save five million lives, prevent 50 million road injuries.