Abstract

This report is intended to facilitate the discussions between the World Bank and the Governments of Tamil Nadu and Karnataka, City Governments of Chennai and Bangalore, on possibly expanding the Bank's urban transport assistance in these two cities, and elsewhere in the two states. The report consists of a diagnostic chapter, a discussion of pivotal issues, a reformulated strategy, and a menu of possible Bank-funded projects to support this strategy. Case studies of urban transport in Chennai and Bangalore, the basis for the report, are attached. Document type: Book

Abstract

A unique strategic opportunity beckons Bangladesh. Dhaka, the economic powerhouse of the country, stands on the cusp of a dramatic transformation that could make it much more prosperous and livable. Today, Dhaka is prone to flooding, congestion, and messiness, to a point that is clogging its growth. But toward its east, where two major highway corridors will one day intersect, is a vast expanse of largely rural land. And much of it is within 6 kilometers of the most valuable parts of the city. The time to make the most of this eastward opportunity is now. Many parts of East Dhaka are already being developed in a haphazard way at an alarmingly rapid pace. Private developers are buying land and filling it with sand so they can build and sell new houses and apartments. Canals and ponds are disappearing, and the few narrow roads crossing the area are being encroached by construction. This spontaneous development could soon make East Dhaka look like the messy western part of the city, and retrofitting it later will be more difficult and costlier than properly planning and developing it now. Toward Great Dhaka: A New Urban Development Paradigm Eastward seeks to analyze how the opportunity of East Dhaka could be realized. Using state-of-the-art modeling techniques, the study simulates population, housing, economic activity, and commuting times across the 266 unions that constitute Greater Dhaka. It does so under various scenarios for the development of East Dhaka, but always assessing the implications for the entire city. The simulations suggest that pursuing a strategic approach to the development of East Dhaka would make Greater Dhaka a much more productive and livable city than continuing with business as usual. Based on current trends, Greater Dhaka would have a population of 25 million in 2035 and an income per capita of US$8,000 at 2015 prices. However, embracing a strategic approach would add 5 million people to the city. And, it would be a more productive city, with nearly 1.8 million more jobs and an income per capita of more than US$9,200 at 2015 prices, enough to put Dhaka on the map of global cities. Document type: Book

Abstract

The purpose of this policy note is to respond to the request from the Government of India for the World Bank to provide support to the development of the urban transport agenda in India and to provide lending support. During the discussions between the World Bank and the Government of India represented by the Ministry of Finance, the Department of Economic Affairs (DEA) agreed on a three year program of support 2005-2008 reflected in the World Bank's Country Strategy for India September 15, 2004. Support is currently reflected in the operations program as an urban transport project under consideration and as a policy note as part of the non-lending services. In conjunction with these operations support to urban roads are included in Chennai under the Tamil Nadu Third Urban Development Project and in Bangalore under the Karnataka Municipal Reform Project. Document type: Book

Abstract

Melaka’s state structure plan 2035 envisions a comprehensive and integrated transport network for the state in Malaysia. The plan involves increasing the capacity and quality of international seaport and airport infrastructure, along with rail connectivity. The plan includes a Bus Rapid Transit system (BRT) with the development of Transit-Oriented Development (TOD) nodes. These investments in mobility infrastructure will boost Melaka’s economic growth. New provision of infrastructure mobility and in particular the BRT lines with TOD projects are an opportunity to reshape more efficiently Melaka’s urban form and increase its economic density, which is a pre-condition for reaching the structure plan 2035 target of doubling gross domestic product (GDP) per capita and shifting to a service economy. Melaka is a car-oriented city and state where low density and fragmented urban form reduce physical proximity between where people live and work. Therefore, effective provision of a first-class public transport system is a fundamental building block supporting Melaka’s aspiration to become a high-income economy. Integrating transport mobility in land use plans and enhance walkability should thus become a priority. The integration of land use intensification, transit infrastructure provision, and economic policy with TOD will make Melaka State more competitive, with higher-quality neighborhoods, lower infrastructure costs, and lower carbon dioxide (C02) emissions per unit of GDP. This supporting report elaborates on Melaka’s urban mobility.

Abstract

Transit-oriented development, commonly known as TOD, is a planning and design strategy that focuses on creating urban development patterns which facilitate the use of public transit,walking and cycling, as primary modes of transport and which supports vibrant, diverse and livable communities. This is achieved by concentrating urban densities, communities and activities within a 5-10 minute walking distance from mass rapid transit stations (both bus and rail-based), developing quality urban space and providing convenient and efficient access to a diverse mix of land uses. TOD brings together elements of land use and transport planning, urban design, urban regeneration, real estate development, financing, land value capture, and infrastructureimplementation to achieve more sustainable urban development. Since TOD implementation can be complex, it is essential that cities understand the dynamics at play related to all citysystems- real estate economics, transit routing, infrastructure design, land use planning and zoning, the development of the local economy through urban regeneration, and urban design- toachieve the concept’s full potential. TOD, as a tool, enables city actors to negotiate through varying urban priorities to ultimately prioritize inclusion and resilience in an optimized environment. The World Bank considers these priorities as the bedrock of successful TODs.