Cities In Developing World Research Articles

Criminal Planning: The Role of Trackers, Mafias, and Militants in Developing World Cities

Criminal Planning: The Role of Trackers, Mafias, and Militants in Developing World Cities

Urban productivity in the developing world

Africa is urbanizing rapidly, and this creates both opportunities and challenges. Labour productivity appears to be much higher in developing-world cities than in rural areas, and historically urbanization is strongly correlated with economic growth. Education seems to be a strong complement to urbanization, and entrepreneurial human capital correlates strongly with urban success. Immigrants provide a natural source of entrepreneurship, both in the US and in Africa, which suggests that making African cities more livable can generate economic benefits by attracting talent. Reducing the negative externalities of urban life requires a combination of infrastructure, incentives, and institutions. Appropriate institutions can mean independent public authorities, public–private partnerships, and non-profit entities, depending on the setting.

Accessibility, Affordability, and Addressing Informal Services in Bus Reform: Lessons from Bogotá, Colombia

Many cities in the developing world are reforming transit by formalizing bus services to capture user and nonuser benefits. A forerunner in transit reform, the city of Bogotá, Colombia, first implemented the TransMilenio bus rapid transit (BRT) system and then more recently undertook a large-scale initiative to formalize and regulate traditional urban buses in the city. This integrated public transport system [Sistema Integrado de Transporte Público (SITP)] is transforming Bogotá’s traditional urban bus system into a regulated, concessionary system with restructured bus routes that integrates operations, fares, and infrastructure with the TransMilenio BRT. An investigation was conducted to determine whether the SITP has increased affordability and employment accessibility for public transit users in Bogotá. Results revealed that most accessibility improvements resulted from the recent expansion (and significantly higher speeds) of TransMilenio rather than the SITP. Results of an analysis conducted with budget constraints to determine affordable accessibility indicated that employment accessibility was reduced overall; however, the new integrated fare increased accessibility over traditional buses, especially on the periphery and in southern areas of the city, as a result of reduced transfer costs. Overall, results partly explain the lack of enthusiasm for the bus reform process on the part of public transit users and the political discomfort that becomes apparent when embarking on this process in developing-world cities. Also, more incremental, flexible reform might be crafted for public transportation systems that are dominated by informal services.

Influence of urban forms on social sustainability: A case of Guwahati, Assam

In the last decade, the rapid growth of cities and exacerbated social problems have led to a great deal of inquiry on the extent to which the physical forms of cities can contribute towards achieving a just and sustainable future. Past investigations in the western context have remained less than satisfactory, further raising concerns about their applicability to the developing world cities which face essentially different urbanisation challenges and socio-cultural shifts. As India prepares itself to become an urban majority by 2050 and gives shape to its futuristic smart cities, there is clearly a pressing need to develop stronger empirical evidence about the influence of urban forms on social sustainability which links to sustainable design, policies and practices. This research therefore, tests the effects of urban forms on six aspects of social sustainability using both, qualitative and quantitative strategies, which are calibrated and validated for Guwahati, the dominant city of Assam in India. The quantitative findings for two urban form types using six case studies show that neighbourhood forms with connected and integrated street network, higher proportion of accessible open recreational spaces, higher mix of uses, higher densities and smaller compact urban blocks display higher levels of social sustainability amongst its residents, after controlling for intervening variables. Qualitative findings for four urban form types using twelve case studies further illuminate this complex relationship at the scale of block-segments. It highlights five key theories: (i) intervening variables, (ii) spatial proximity, (iii) favourable spatiality, (iv) complementing synergies and (v) tipping point.

Examining demand for urban river rehabilitation in Indonesia: Insights from a spatially explicit discrete choice experiment

The demand for urban river rehabilitation can be measured through stated preference surveys such as choice experiments, providing information on the welfare estimates of a particular approach. We deploy such a technique in the context of plans to rehabilitate a major river in Jakarta, Indonesia. The current plan focuses on widening and canalizing the downstream segment of the river within Jakarta’s administrative boundary. We hypothesize that residents would demand (and thus be willing to pay for) additional components of an ecological rehabilitation program in the form of riverside park space and upstream forest conservation outside of Jakarta’s jurisdiction. We develop a spatially-explicit discrete choice experiment in which households register their preferences for channel widening, park space, forest conservation, and a monthly fee to fund the rehabilitation. Using mixed logit models we find significant and substantial demand for both park space and forest conservation, with a lower bound on the total willingness to pay (WTP) of greater than US $4 million per year for park space and nearly US $6 million per year to support reforestation in the upper catchment. These estimates are based on households within the catchment, but we find that demand did not seem to decay with distance so the upper bound on total WTP could be substantially higher. We also find that household income level has a strong effect on marginal WTP for forest conservation, minimal effect on marginal WTP for park space, and that location along the river influenced WTP for park space and channel widening. This provides further evidence that there is substantial demand for river rehabilitation in developing world cities, and that choice experiments can provide information relevant to land use planning.

Before and after urban warfare: Conflict prevention and transitions in cities

AbstractThe rising pressures of urbanization in fragile and conflict-affected countries have increased concerns about the vulnerability of cities to armed threats. Changes in the character of armed conflict during the twenty-first century and its effects on cities in the developing world have exposed gaps in the planning and practice of peace and security, which retain a “nation-State bias” that circumvents local perspectives and agencies. Whereas full-scale use of military power in cities remains as destructive today as it has ever been, international organizations such as the United Nations have called for changed approaches to State tactics in urban areas. Mechanisms designed to prevent conflict or to help countries transition back to peace are particularly key if massive human and economic damages are to be avoided in a world of increasingly dense cities. Another key concern is the vulnerability of developing-world cities to low-intensity, if protracted, forms of violence by non-State actors, particularly in post-conflict contexts. Conflict prevention and peace transitions in cities (including mainstream international tools such as peacekeeping, stability and reconstruction aid) are affected by specifically urban pressures linked to rising populations, migration, ethnic tensions, institutional deterioration and the weakening of urban services. Therefore, the physical and social characteristics of cities interact with military and developmental policies in unique ways. An understanding of key local actors, services and institutions affecting urban drivers of armed conflict – an urban strategic environment – can help practitioners and strategists to craft comprehensive policies.

Municipalities, commercial composting and sustainable development, the case of Johannesburg , South Africa

Typical of most developing world cities, the City of Johannesburg, South Africa, faces many waste management challenges. One of which is a lack of awareness of, and compliance with, waste management legislation, recycling and composting by the general public. Thus, the city has to deal with high levels of solid waste generation and subsequent pressure on its landfill sites. The city also has to adhere to various pieces of waste management legislation, with recycling and composting being two essential elements thereof. This study outlines a commercial composting initiative designed by the municipality of Johannesburg to redirect organic green waste from landfill sites to a compost production plant. The study found that although the Panorama Commercial Composting Plant is reducing the amount of solid organic waste disposed of in the city’s landfills, better planning could increase the amount of green organic waste thus diverted. Furthermore, the adoption of a centralized, mechanized system has significantly hampered the generation of employment opportunities, while simultaneously forcing operational costs up. Finally, the lack of a coherent marketing and branding strategy has restricted compost sales. Thus, the Panorama Commercial Composting Plant is currently not recouping its costs nor generating the number of work opportunities it could. Some recommendations to rectify this are then made

Understanding the case for low-carbon investment through bottom-up assessments of city-scale opportunities

A growing body of literature suggests that an economic case may exist for investment in large-scale climate change mitigation. At the same time, however, investment is persistently falling well short of the levels required to prevent dangerous climate change, suggesting that economically attractive mitigation opportunities are being missed. To understand whether and where these opportunities exist, this article contrasts macro-level analyses of climate finance with micro-level bottom-up analyses of the scale and composition of low-carbon investment opportunities in four case study developing world cities. This analysis finds that there are significant opportunities to redirect existing finance streams towards more cost-effective, lower-carbon options. This would mobilize substantial new investment in climate mitigation. Two key explanations are proposed for the failure to exploit these opportunities. First, the composition of cost-effective measures is highly context-specific, varying from place to place and sector to sector. Macro-level analyses of climate finance flows are therefore poor indicators of the micro-level landscape for low-carbon investment. Specific local research is therefore needed to understand the opportunities for cost-effective mitigation at that level. Second, many opportunities require enabling governance arrangements that are not currently in place. Mobilizing new low-carbon investment and closing the ‘climate finance gap' therefore requires attention to policy frameworks and financing mechanisms that can facilitate the exploitation of cost-effective low-carbon options.Policy relevanceThe importance of increasing investment in climate mitigation, especially in developing nations, is well established. This article scrutinizes four city-level studies of the scope for cost-effective low-carbon investment, and finds that significant opportunities are not being exploited in developing world cities. Enabling governance structures may help to mainstream climate considerations into investments by local actors (households, businesses and government agencies). While climate finance distributed through international bodies such as the Green Climate Fund may not always be a suitable vehicle to invest directly in disaggregated, local-level measures, it can provide the incentives to develop these governance arrangements.

An observational comparison of the older and younger bus passenger experience in a developing world city

This study was an unobtrusive observational analysis of 333 older and younger bus passengers in Guadalajara, Mexico. A set of data were collected for each observed passenger, as well as more general observations related to driver behaviour, bus design and bus service characteristics. There were significant differences between older and younger passengers in terms of boarding and alighting times, use of handrails, seat location preferences, passenger stability and coping strategies in order to maintain postural stability. The conditions of travel are conducive to a poor passenger experience for the older passengers in particular. Although the problems may be attributed to bus design and driver behaviour typical of that in developing countries, they are also influenced by the wider transport infrastructure, and a lack of a regulatory regime which places drivers under time pressure and in direct competition with each other.Practitioner Summary: Bus services must cater for all ages of passengers, including the elderly. This unobtrusive observational study investigated the passenger experience in a developing world city. Bus and wider service design were found to compromise the journey experience, with the older users being particularly negatively impacted. Design recommendations are provided.

Characterizing the Spatial and Temporal Patterns of Open Burning of Municipal Solid Waste (MSW) in Indian Cities.

Open-burning of municipal solid waste (MSW) is a major source of PM emissions in developing world cities, but few studies have characterized this phenomenon at the city and intracity (neighborhood) scale relevant to human health impacts. This paper develops a consistent field method for measuring the spatial frequency of the incidence of MSW-burning and presents results in three neighborhoods of varying socioeconomic status (SES) in Delhi, India, observed in winter and summer over 2 years. Daily MSW-burning incidents ranged from 24 to 130/km2-day during winter and 5-87/km2-day during summer, with the highest intensity in low SES neighborhoods. Distinct seasonal and diurnal patterns are observed. The daily mass of MSW-burned was also estimated at 90-1170 kg/km2-day and 13-1100 kg/km2-day in highest to low SES neighborhoods, in winter and summer, respectively. The scaled-up estimate of total MSW-burned for Delhi city ranged from 190 to 246 tons/day, about 2%-3% of total generated MSW; morning-burning contributed >65% of the total. MSW composition varied systematically across neighborhoods and season. Agra had much higher MSW-burning (39-202 incidents/km2-day; 672-3485 kg/km2-day) in the summer. The field method thus captures differences in MSW-burning across cities, neighborhoods, diurnally and seasonally, important for more fine grained air pollution modeling, and for tracking/monitoring policy effectiveness on-ground.

Honiara: Arrival City and Pacific Hybrid Living Space

ABSTRACTHoniara is a Pacific arrival city and hybrid living space that retains many village-like qualities. It shares similarities with Doug Saunders's ‘arrival city’ model: new arrivals are sustained by established networks that enable them eventually to integrate into urban life, along with considerable circulation through a constant flow from and to the provinces. Yet the relatively small size of Honiara and Solomon Islands, plus the resilience of aspects of village culture, bring into question theoretical models based on much larger, more anonymous developing world cities. Settlement and squatter areas are more dominant than fixed-tenure suburbs. Wantokism, kastom and linguistic diversity permeate this urban diversity and extend family networks. The conclusion argues that authorities must come to terms with new arrivals, squatters and settlements/urban villages and incorporate them into planning or face future urban turmoil.

Traffic and nucleation events as main sources of ultrafine particles in high-insolation developed world cities

Abstract. Road traffic emissions are often considered the main source of ultrafine particles (UFP, diameter smaller than 100 nm) in urban environments. However, recent studies worldwide have shown that – in high-insolation urban regions at least – new particle formation events can also contribute to UFP. In order to quantify such events we systematically studied three cities located in predominantly sunny environments: Barcelona (Spain), Madrid (Spain) and Brisbane (Australia). Three long-term data sets (1–2 years) of fine and ultrafine particle number size distributions (measured by SMPS, Scanning Mobility Particle Sizer) were analysed. Compared to total particle number concentrations, aerosol size distributions offer far more information on the type, origin and atmospheric evolution of the particles. By applying k-means clustering analysis, we categorized the collected aerosol size distributions into three main categories: "Traffic" (prevailing 44–63% of the time), "Nucleation" (14–19%) and "Background pollution and Specific cases" (7–22%). Measurements from Rome (Italy) and Los Angeles (USA) were also included to complement the study. The daily variation of the average UFP concentrations for a typical nucleation day at each site revealed a similar pattern for all cities, with three distinct particle bursts. A morning and an evening spike reflected traffic rush hours, whereas a third one at midday showed nucleation events. The photochemically nucleated particles' burst lasted 1–4 h, reaching sizes of 30–40 nm. On average, the occurrence of particle size spectra dominated by nucleation events was 16% of the time, showing the importance of this process as a source of UFP in urban environments exposed to high solar radiation. Nucleation events lasting for 2 h or more occurred on 55% of the days, this extending to > 4 h in 28% of the days, demonstrating that atmospheric conditions in urban environments are not favourable to the growth of photochemically nucleated particles. In summary, although traffic remains the main source of UFP in urban areas, in developed countries with high insolation urban nucleation events are also a main source of UFP. If traffic-related particle concentrations are reduced in the future, nucleation events will likely increase in urban areas, due to the reduced urban condensation sinks.

Bus use in a developing world city: Implications for the health and well-being of older passengers

The aim of this article is to investigate the implications of bus use on the health and well-being of older passengers in a developing world city. Two complementary methods were used. Twenty-six participants aged 60 and over in Guadalajara, Mexico took part in four focus groups to identify the door-to-door elements of the bus service that impose difficulty in terms of accessing and using it, and their impact on the perceived or actual safety, usability and comfort of older passengers. The second part of the study comprised real time observation of 144 older passengers, to investigate the relationship between the characteristics of the bus service and the observed behaviour of older passengers. The results show that issues such as driver behaviour, features of bus design, crowded buses, pedestrian infrastructure and other passengers׳ behaviour present difficulty to older passengers who need or want to use the bus service. The existence of these issues presents serious implications for older users in terms of perceived or actual safety, usability and comfort. Given the importance of the role of public transport, the overall conclusion is that there is an urgent need for further improvement of bus services to maintain and promote the health and well-being of older people.

The geography of car ownership in Mexico City: a joint model of households’ residential location and car ownership decisions

Suburbanization and car-ownership have increased rapidly in developing-world cities over the past half-century. This study examines the relationship between income, car ownership, and suburbanization across geographies and households in metropolitan Mexico City. Neither car-ownership trends by geography nor a mixed logit model of 43,000 households’ joint car-ownership and residential-location decisions suggest that car ownership and suburbanization are moving hand-in-hand. Instead, wealthier households tend to live in central locations and own and drive cars, while poorer households tend to live further from the urban center and rely more heavily on transit. If a random household’s income doubles, that household is around 44% more likely to get an additional car and 29% more likely to live in the urban center. Given the sticky nature of housing supply and the current model of peripheral housing production, aggregate responses to higher income are more difficult to predict, as they will almost certainly be offset by higher prices. Nevertheless, the findings suggest that higher income and car ownership do not tend to encourage a move to larger houses on larger suburban lots in Mexico City.

The economic case for low-carbon development in rapidly growing developing world cities: A case study of Palembang, Indonesia

Where costs or risks are higher, evidence is lacking or supporting institutions are less developed, policymakers can struggle to make the case for low-carbon investment. This is especially the case in developing world cities where decision-makers struggle to keep up with the pace and scale of change. Focusing on Palembang in Indonesia, this paper considers the economic case for proactive investment in low-carbon development. We find that a rapidly growing industrial city in a developing country can reduce emissions by 24.1% in 2025, relative to business as usual levels, with investments of USD405.6 million that would reduce energy expenditure in the city by USD436.8 million. Emissions from the regional grid could be reduced by 12.2% in 2025, relative to business as usual trends, with investments of USD2.9 billion that would generate annual savings of USD175 million. These estimates understate the savings from reduced expenditure on energy subsidies and energy infrastructure. The compelling economic case for mainstreaming climate mitigation in this developing country city suggests that the constraints on climate action can be political and institutional rather than economic. There is therefore a need for more effective energy governance to drive the transition to a low-carbon economy.

Trunk and feeder services regulation: Lessons from South American case studies

Many cities in the developing world are engaged in efforts to reconfigure their public transport systems and improve qualities of service. With some notable South American exceptions, a characteristic shared by these cities is heavy reliance on paratransit services, which are often poorly regulated and operated as informal businesses. Current projects and initiatives aimed at transforming public transport systems, more often than not, ignore or restrain the role of paratransit services. While clearly beset by a variety of problems associated with poor regulatory frameworks and destructive competition, paratransit operations often offer advantages in terms of adaptability to the changing urban structures of contemporary developing world cities, and of service innovation, and attempts to eradicate them may be neither pragmatic nor strategic. This paper reports upon an analysis of selected contemporary projects in South American cities that include trunk and feeder services (Santiago, Valparaiso and Quito). Its main focus is on the role of the feeder element in trunk and feeder schemes, particularly when feeder services are provided by paratransit operators or companies formed out of incumbent paratransit operators. Case analysis includes a description of the prevailing regulatory frameworks leading to this option, and its outcome. The paper draws lessons from the selected cases with regard to the strengths and weaknesses of alternative trunk and feeder arrangements, and to possible roles for pre-existing paratransit services. It is argued that the variation of trunk and feeder regulatory frameworks in the case cities (including reward mechanisms, area licensing and concessions) shows, on the one hand, that a variety of alternative trunk and feeder arrangements are possible, and on the other, that solutions and schemes are highly dependent on pre-existing contextual conditions.

Multicultural mediations, developing world realities: Indians, Koreans and Manila’s entertainment media

In this article, I examine the mediation of multiculturalism in the developing world city of Manila, the Philippines. Drawing on both a thematic analysis of the Manila-centric Philippine entertainment media and six focus group discussions with the city’s local Filipinos, I reveal that this instance of mediation is entangled with the broader discourses of the Philippine postcolonial nationalist project. For one, the mediation of multiculturalism in Manila tends to symbolically marginalize the city’s Indians and Koreans and, in so doing, reinforces existing negative discourses about them. I contend that this is linked to the locals’ preoccupation with establishing a unifying cultural identity that tends to make them elide the issue of their own internal cultural diversity, as well as of the increasing diasporic population of the city. Second, the said mediation also tends to valorize the lighter-skinned Koreans over the darker-skinned Indians. I posit that this is related to how the locals’ discourse of cultural homogeneity has resulted in their continued reluctance to publicly discuss the persistence of their unspoken skin-tone-based racial hierarchy not only of themselves, but also of their cultural others.

Does Bus Rapid Transit Influence Urban Land Development and Property Values: A Review of the Literature

Despite the proliferation of bus rapid transit (BRT) systems over the past few decades across developed and developing world cities, the impacts across these systems on the urban spatial development and property markets have not been comprehensively studied. The current paper attempts to fill this gap in the literature by reviewing the methodologies, underlying theories, and findings presented in the individual academic studies on BRT land-use and price impacts, mostly drawing on those that have focused on Latin American and Asian systems. The review shows that the land-use and value impacts have been less uniform across systems compared to such operational performance metrics as speed and travel time improvements. While predominantly relying on cross-sectional modeling techniques, the approaches used to evaluate land-use changes induced by the transit systems are not uniform either, with only some studies explicitly measuring changes in types of land use as opposed to simply land or rental price. The study also concludes that more rigorous evaluation is needed as to whether the BRT systems have improved accessibility for the populations that inhabited the corridors previously or whether, instead, the desired land value increases have in fact resulted in significant population displacement.

Suburban sprawl in the developing world: duplicating past mistakes? The case of Kuala Lumpur, Malaysia.

Newly affluent developing world cities increasingly adopt the same unfortunate low-density suburban paradigm that shaped cities in the industrialized world. Identified by a World Bank report as a "mini-Los Angeles," Kuala Lumpur is a sentinel example of the results of unrestrained sprawl in the developing world. Factors driving sprawl included government policies favoring foreign investment, "mega-projects," and domestic automobile production; fragmented governance structures allowing federal and state government influence on local planning; increasing middle-class affluence; an oligopoly of local developers; and haphazard municipal zoning and transport planning. The city's present form contributes to Malaysia's dual burden of disease, with inner-city shantytown dwellers facing communicable disease and malnutrition while suburban citizens experience increasing chronic disease, injury, and mental health issues. Despite growing awareness in city plans targeted toward higher density development, Kuala Lumpur presents a warning to other emerging economies of the financial, societal, and population health costs imposed by quickly-built suburban sprawl.

Rivers as municipal infrastructure: Demand for environmental services in informal settlements along an Indonesian river

In many developing world cities, where municipal infrastructure lags urban growth, lower-income communities may compensate by relying on local waterways to meet basic needs for water, sanitation, and recreational space. Access to these environmental services is possible because residents settle in floodplains, but thus entails elevated exposure to several water-related hazards, especially flooding. We examine this complex relationship in the neighborhoods of Bukit Duri and Kampung Melayu on the Ciliwung River in Jakarta, Indonesia. Based on a spatially referenced household survey, we analyze and map the patterns of use of six environmental services provided by the river: direct sanitary use, recreation, harvesting plants, groundwater use, solid waste disposal, and sewage disposal. Using spatial interpolation and regression methods, we identify the most probable areas where services are being used and analyze possible influences on this behavior. We find that proximity to the river significantly influences households’ behavior toward the river, as do infrastructure-related variables and neighborhing households’ behavior, while household demographic factors appear less significant. These results indicate that many households rely on multiple environmental services, and that residents most reliant on these services are also at greater risk of water-related hazards, service disruption (e.g., a decline in water quality), and potentially, eviction. This pattern of floodplain development is prevalent in many low-income countries, and a better understanding of how informal settlements rely on environmental services can be used to assess their vulnerabilities and inform more sustainable courses of development.