To be honest, I have never really been a fan of motorsport racing, but Formula E is something different. Regular sports car racing has always felt too loud, too polluting and a bit pointless, but electric car racing is changing my perception rapidly. The most recent Formula E race and associated FIA Smart Cities event in Santiago, Chile last week highlighted the importance of sustainable mobility and the advantages of advancing electric technology as quickly as possible. Extremely fast electric cars, whooshing by cheering audiences with a distinctly electric whizzing sound, made me realize that the future is definitely now.
In November, 2017, we spent a week with approximately 30 city and national government officials and policymakers from several countries, including Argentina, Chile, Croatia, Egypt, Ethiopia, Malaysia, Philippines, Romania, South Africa, Tunisia and Uganda. These leaders represented diverse cities across the world, all with a common objective – how to make their cities and regions more competitive?
The year of 2017 was one of many recent reminders of that “new normal”—from Hurricanes Harvey, Irma, and Maria that pounded coastal United States and the Caribbean to the severe drought that struck Somali, which led to the displacement and even life losses of individuals and families.
Even when lives are not threatened, livelihoods are at stake: Without major action taken to invest in urban resilience, climate change may force up to 77 million urban residents back into poverty by 2030.
This helps explain why many city leaders attending the World Urban Forum in Kuala Lumpur, Malaysia this week resonate with the same message: Sustainable cities are resilient cities.
At the forum, we spoke with national, municipal, and civil society leaders on the issue of urban resilience—including ministers and mayors from three Latin American countries, a region full of emerging cities and aspiring populations that are no stranger to hurricanes, earthquakes, and other natural disasters.
Watch the videos below and leave a comment to let us know what your city may be doing differently to enhance urban resilience.
Case in point: while we may have data on vaccines given or babies born, we don’t know much about the roads that lead to the clinic. Similarly, we may get data on school attendance and passing rates of students, but we don’t know how long it takes for students to reach their schools.
The World Bank Group (WBG) is currently implementing a new approach to development finance that will help better support our poverty reduction and shared prosperity goals. This crucial effort, dubbed Maximizing Finance for Development (MFD), seeks to leverage the private sector and optimize the use of scarce public resources to finance development projects in a way that is fiscally, environmentally, and socially sustainable.
There are several reasons why cities and transport planners should pay close attention to the MFD approach. First, while the need for sustainable urban mobility is greater than ever before, the available financing is nowhere near sufficient—and the financing gap only grows wider when you consider the need for climate change adaptation and mitigation. At the same time, worldwide investment commitments in transport projects with private participation have fallen in the last three years and currently stand near a 10-year low. When private investment does go to transport, it tends to be largely concentrated in higher income countries and specific subsectors like ports, airports, and roads. Finally, there is a lot of private money earning low yields and waiting to be invested in good projects. The aspiration is to try to get some of that money invested in sustainable urban mobility.
Created in 1944, the ICAO is a UN organization that sets standards and regulations for civil aviation. ICAO membership is important for Tuvalu, as it is a key prerequisite for the development of international air services.
While bus services are often planned and coordinated by public authorities, many cities delegate day-to-day operations to private companies under a concession contract. Local government agencies usually set fares and routes; private operators, on the other hand, are responsible for hiring drivers, running services, maintaining the bus fleet, etc. Within this general framework, the specific terms and scope of the contract vary widely depending on the local context.
Bus concessions are multimillion-dollar contracts that directly affect the lives of countless passengers every day. When done right, they can foster vigorous competition between bidders, improve services, lower costs, and generate a consistent cash flow. However, too often the concessions do not deliver on their promise and there is a perception across much of Latin America that authorities have been unable to manage these processes to maximize public benefits.
As several Latin American cities are getting ready to renew their bus concessions—including major urban centers like Bogotá, Santiago de Chile, and São Paulo—now is a good time to look back on what has worked, what has not, and think about ways to improve these arrangements going forward.
Coming to completion in May 2018, RRCDP has improved road access to markets to at least 11 project Chiwogs (hamlets) in Samtse and Trongsa Dzongkhags – building 22.9 kilometers of farm roads and benefitting about 299 households. With the construction of new farm roads, the most commonly marketed agricultural and livestock products amongst farmers in project areas have been cardamom, vegetables, butter, cheese, and citrus, and to a lesser extent, rice, potatoes, and eggs. Additionally, beneficiaries have also reported a significant reduction in the time of travel between their households and markets – up to 8 hours in some cases! The majority of the Bhutanese population live in remote rural areas – hours, sometimes days of walking from the nearest road. They walk their children through dense forests and rivers to reach schools and health clinics; they carry their agricultural and livestock products to nearby markets on their backs – an average load of 30kg. A horse carrying a 50kg load costs approximately Nu.5 per kilogram.
The project has also supported beneficiaries in 88 Chiwogs with access to community and marketing infrastructure, such as power tiller tracks, power tiller machinery, and food bridges – with a total of 3,597 households benefitted. In Norgaygang Gewog, for example, with support from the project, the construction of 4 kilometers of power tiller track in 2016, has brought multiple benefits to the community, such as easier access to schools and healthcare in case of emergency.
A decade before the financial crisis, Australia was a bastion of infrastructure successes. The country’s four major airports (Melbourne, Perth, Brisbane and Sydney) were privatized. Numerous greenfield projects were also launched, for example, extensive highway construction, and new projects were continually added to the pipeline.
Some of these new projects, however, faced significant difficulties: some were constructed without robust performance data, leading to overambitious forecasting and overaggressive financial structures. In part, this led Australia to suffer multiple high-profile defaults and brought the country’s infrastructure project pipeline to a halt.
How can we harness the digital economy to make mobility more sustainable? This question was the main focus of this year’s Transforming Transportation conference, which brought together some of most creative and innovative thinkers in the world of mobility. One of them was Davis Wang, CEO of Mobike, a Chinese startup that pioneered the development of dockless bike-sharing and is now present in more than 200 cities across 12 countries. In his remarks, Wang raised a number of interesting points and inspired me to continue the conversation on the future of dockless bike-share systems and their potential as a new form of urban transport.
What exactly is dockless bike-sharing (DBS)?
Introduced in Beijing just under two years ago, dockless bike-share has been spreading rapidly across the world, with Mobike and three other companies entering the Washington, D.C. market in September 2017.
As their name indicates, the main feature that distinguishes “dockless” or “free-floating” systems from traditional bike-share is that riders can pick up and drop off the bicycles anywhere on the street rather than at a fixed station.
This is made possible by a small connected device fitted on each bike that allows users to locate and unlock the nearest bike with their smartphone in a matter of seconds—yet another new derivative of the “internet of things” revolution!