What if one could raise their heart rate by walking to the grocery store or to see friends and cycling to university or work? Benefits may include becoming fitter and not spending as much time inside or using a car, as well as reducing carbon dioxide emissions. Reducing the number of cars by using sustainable modes of transport, including walking, cycling and public transport, could also help the poor leave a life of poverty behind. The ongoing COVID-19 pandemic has helped cities take action to incorporate sustainable modes of transport into their urban environments.
Social Sustainability
Many people may know of environmental sustainability, but social sustainability may be less familiar. As part of the Beyond 2015 briefs, the United Nations Research Institute for Social Development (UNRISD) presented insight concerning the post-Millennium Development Goal (MDG) development agenda. The institute put forth that “[to] be socially sustainable, development must deliver material well-being, including good health, education, and access to goods and services necessary for decent living…”
The Sustainable Development Goals (SDGs) emerged in 2015. They build on the MDGs and are a manifestation of a universal agenda for people, planet and prosperity, numbering 17 goals and 169 targets. SDG 1 is “[to] end poverty in all its forms everywhere.” Meanwhile, SDG 11 is “[to make] cities and human settlements inclusive, safe, resilient and sustainable.”
Cities
Cities play a large role in economic growth. Urbanization has been increasing; over half the world’s population lives in urban areas. The connection of people to the jobs, activities and services that are in or near cities is of significant importance. This connection can occur by means of transport. A U.N. 2014 literature review (Poverty and sustainable transport: How transport affects poor people with policy implications for poverty reduction) stated that in that same year, there were around 900 million passenger cars and light-duty vehicles and that by 2035, that number will more than double.
Higher vehicle numbers and lower urban density (think suburbs) have at least contributed to congestion and pollution, and have impacted the provision of public transport, all to the detriment of the poor. In developing countries, whether or not the three consequences exist, lack of sidewalks and cycle lanes make dangerous walking and cycling, both of which may be more affordable for and help the poor.
Cities of the Future and the Poor
City design is often more friendly to vehicles than to people, especially the poor. Cities have not always provided the poor’s interests with proper care, including sometimes resettling them due to a mobility project. Additionally, public transport fares are frequently too costly and there is sometimes a declining provision of public transport and/or aspects that hinder access to basic facilities. According to a SLOCAT (the Partnership on Sustainable, Low Carbon Transport) 2016 literature review, “the urban poor are more likely to experience too many of the transport costs and too few of the transport benefits.”
Connecting social sustainability, cities of the future and the poor is the recent trend of cities around the world increasing space for pedestrians and cyclists. The U.N. review from 2014 presents that walking and cycling are an important part of urban transport, with 50% of the urban population doing the former and the poor doing so for at least 80% of their trips. If cities were to invest more in walking and cycling infrastructure and encourage both the non-poor and poor to do them, congestion, the loss of time due to congestion, pollution and poverty levels could decrease.
Countries could also deal with the geographical and social exclusion of the poor by giving public transport greater investment. In Medellín, Colombia, one may be able to say that the MetroCable cable cars have helped reduce criminal activity and cut down on time loss and costs. It began to operate in 2004. “By 2011, 3 lines of the system had transported more than 47 million people, which represent a total saving for the people of approximately 22.5 million euros.” This is an example of public transport that has been affordable to poor persons.
The implementation of transit-oriented development (TOD) in cities could encourage mainly the non-poor to walk, cycle and use public transport, possibly transforming the private vehicle-centric urban landscape into one that is more human-friendly and pro-poor. And while TOD concentrates jobs and housing around transport facilities, increasing property prices and gentrification, governments could intervene to ensure that there is affordable housing.
SLOCAT works to include sustainable transport in policy analysis and global discussions, which may help to address the two SDG aspects of inclusivity and endeavoring to reach the furthest behind first. The previously mentioned 2016 literature review, which was part of a SLOCAT initiative, points out accessibility (made up of mobility and proximity) as key in the transport-poverty nexus. If both non-poor and poor were to use sustainable modes of transport, and if goods and services were closer to them, poor persons would benefit.
Cities of the Future and the Pandemic
Even before the COVID-19 pandemic, London, England implemented a congestion charge. The results have included fewer victims of road accidents and a rise in the use of bikes. During times of the pandemic, cities have taken advantage of the fewer number of cars on their streets. For example, Medellín, Colombia is working to nearly double its existing bike lanes within three years. Additionally, Kampala, Uganda is building walkways and bike lanes. If the consequences of these actions do not already do so, officials should act to ensure the poor make use of them.
Considering that the pandemic could destroy livelihoods of around half of the global workforce or around 1.6 billion people and that several of those workers could be both poor and unable afford to work from home, the connection between a more socially sustainable urban transport landscape and the prevention of the destruction of both livelihoods and national economies may be appropriate.
Sustainable mobility could enable savings totaling $70 trillion by the middle of this century. Investing in walking, cycling and/or public transport infrastructure at least possibly should allow for greater efficiency of movement in cities, allow the poor to travel more safely and, together with a reduction in private vehicle use, decrease the amount of time that people waste due to traffic. This should also help the poor reach basic facilities regarding health or education more efficiently. In an age where there are people conscious about their health and global poverty, a person can help the poor and stay fit by using sustainable modes of transport.
– Kylar Cade
Photo: Flickr
Are UK Poverty Reduction Efforts in Danger?
In the last decade, the United Kingdom’s most influential international organization, known as the British Council, has made various cuts to British foreign aid in developing countries. The world recognizes the U.K. for generous foreign aid, but policymakers are beginning to push for “development assistance.” These budget cuts are occurring to fulfill more self-serving international interests. This bureaucratic debate has sparked increasing tension among council members over the value of U.K. poverty reduction efforts.
Imminent Change
In her December 2019 speech, Queen Elizabeth II announced that the U.K. government would restructure international policy in more integrated terms. Prime Minister Boris Johnson recently made the most drastic change to U.K. foreign policy since the end of the Cold War.
On June 15, 2020, the tension over foreign aid led Johnson to merge two historically distinct departments: the U.K. Department for International Development (DFID) and the Foreign & Commonwealth Office (FCO). This essentially terminated the DFID, which championed World Bank’s “poverty reduction strategies.” This change has not sparked an immediate consequence. British policy-makers and journalists alike are asking a fearful question: will this shift put ongoing U.K. poverty reduction efforts in danger?
A Threat to “Soft Power”
The merging of DFID and FCO will likely compromise a significant amount of funding for the Official Development Assistance (ODA), which provides poverty-reducing aid to developing countries. The projected 30% loss to the aid budget, equivalent to $2.5 billion, will force the government to cut a variety of aid programs.
While outstanding U.K. poverty reduction efforts remain vital to the ongoing development of countries, they also maintain the soft power on which Britain prides itself. The June 2020 interim report by the U.K. House of Commons International Development Committee argued for the DFID to remain independent. Independence would maintain Britain’s global reputation for aid and soft power. Soft power is Britain’s ability to shape another country’s decisions through collaboration rather than coercion. Nevertheless, the departments merged a week after the report’s publication.
As far back as a decade ago, foreign policy reports projected a collapse in Britain’s diplomatic capacity if the government made cuts to an already inexpensive foreign aid budget. In comparison, the U.K. spends significantly more on other foreign policy matters, such as defense. Britain gains diplomatic influence at both a bilateral and multilateral level by providing aid to impoverished countries; thus, cutting back on foreign aid reduces Britain’s voice and reputability in these meetings and relationships.
Active Solutions
There is much uneasiness around cutting vital aid to developing countries. Still, the restructuring of DFID and FCO may not undo years of U.K. poverty reduction efforts. If the government takes certain steps, the U.K. could remain a leader in international aid efforts. Namely, the newly combined department must adhere to the International Development Act of 2002, which allows the U.K. to allocate aid money to poverty reduction initiatives. Additionally, the government could appoint a cabinet minister for development. This role would ensure that poverty reduction efforts remain at the forefront of the U.K. aid strategy.
According to the International Development Committee member Sarah Champion, Britain is a country of humanitarians who value helping the world’s most vulnerable communities. As a result, it only makes sense to represent their values through policy and action. Ultimately, it is the duty of FCO to ensure that U.K. poverty reduction efforts remain a priority. Supporting the world’s poor is more imperative than ever in the midst of a global pandemic. With hope, British leadership will continue to aid communities suffering from systemic underdevelopment and poverty.
– Stella Grimaldi
Photo: Flickr
5 Facts About Hunger in Serbia
The Republic of Serbia, located in the Balkans region of Southeast Europe, has a population of approximately 7 million citizens and ranks 25 out of 117 qualifying countries struggling with hunger, per the Global Hunger Index. Hunger additionally coincides with low food security — a detrimental status that many inhabitants face due to lack of money for food or the absence of other resources for them to use as food. The United States Department of Agriculture defines low food security as the multiple reports of “reduced quality, variety, or desirability of diet.” As Serbia’s persistent hunger crisis continues to affect its inhabitants, many will encounter illness and death because of the insufficient amounts of nutrition consumed. Here are five facts about hunger in Serbia.
5 Facts About Hunger in Serbia
A Need for Strategic Intervention
As the issues of malnutrition and hunger in Serbia continue to affect the populace, the country’s overall health will continue to decline — unless the country devises and implements a premeditated plan of action. Despite the many hunger reduction and alleviation strategies that have emerged to aid in these issues, the Republic of Serbia still has ample room to enhance its citizens’ nutritional health and well-being for a much healthier future.
– Isabella Socias
Photo: Flickr
5 Facts about Hunger in Cabo Verde
Cape Verde, commonly referred to as Cabo Verde, is a country consisting of 10 islands off the west coast of Africa. The country has a small population of approximately 593,000 people dispersed among the nine inhabited islands. Due to the country’s isolated location, volcanic origin and limited resources, poverty and hunger in Cabo Verde are significant issues. Below are five facts about hunger in Cabo Verde.
5 Facts About Hunger in Cabo Verde
Solutions to Hunger
Both the state and international aid organizations have taken steps to address hunger in Cabo Verde. In 2023, the WFP began to purchase and deliver in-kind food commodities to support the School Feeding Programme that the state implemented in 1979 to combat food insecurity and provide nutritional options to students. This program currently benefits 20% of the country’s population by supplying them with at least one hot meal per day during the school year, mitigating the vulnerability of low income families at risk of succumbing to a food crisis. Through the implementation of the Limited Emergency Operation (LEO), the WFP was able to bolster the strength of the School Feeding program on hold and support the government’s fundraising strategy. Thus, with a combination of support and collaboration, Cabo Verde has been able to continue moving towards poverty reduction in an effort to solve its ongoing hunger crisis.
Hope for Cabo Verde
Even though poverty and hunger remain prevalent concerns in Cabo Verde, recent political and socioeconomic successes pose hope for the future. In 2024, real GDP growth is expected to remain stable at 4.7%, and inflation is projected to decrease to 2.7%. By leveraging its economic growth and reinforcing current reform programs designed to target hunger, Cabo Verde may be able to take substantial steps in eradicating hunger in contrast to its predicted persistence.
– Evan Coleman, Moon Jung Kim
Photo: Flickr
Updated: July 31, 2024
5 Facts About Femicide in Turkey
5 Facts About Femicide in Turkey
While many of these facts can appear disheartening, Turkey also demonstrates plenty of improvement. We Will End Femicide and similar groups are empowering women in Turkey to fight for their rights. Protests across Turkey have seen inspiring turnout since the death of Pınar Gültekin was made public on July 21. Western nations have also been made aware of the prevalence of femicide in Turkey via social media, and women around the world are joining the #challengeaccepted trend to raise awareness of the issue on social media.
– Caroline Warrick
Photo: Wikimedia
Africa Medical Supplies Platform Confronts COVID-19
African countries have a new tool in the fight against the COVID-19 pandemic: an online marketplace for medical supplies. The site makes COVID-19 tests and personal protective equipment more accessible. On June 18, South African President Cyril Ramaphosa introduced the Africa Medical Supplies Platform (AMSP), describing it as the “glue that is going to bind the continent together.” The World Health Organization reported that, by July, there had been more than 380,000 COVID-19 cases and 9,500 deaths in Africa. AMSP, a non-profit initiative, aims to help save lives while saving African countries billions of dollars.
Fighting COVID-19 by Connecting the Continent
The African Union, Africa Centres for Disease Control and Prevention (CDC), African Export-Import Bank and ECA, along with other organizations, collaborated to create Africa Medical Supplies Platform. The online marketplace works much like eBay and Amazon, enabling African Union Member States to access COVID-19 medical supplies efficiently. N95 masks, hand sanitizer, ventilators, surgical gloves, face shields, surgical masks, thermometers, oxygen concentrators, isolation gowns and diagnostic test kits are all available for purchase. The website also prioritizes products that are made in Africa. If healthcare providers want to obtain PPE or medical equipment, AMSP will connect them to reliable suppliers as well.
AMSP suppliers are reputable, and the procurement of medical supplies will be transparent and equitable. AMSP also allows African countries to better contain COVID-19 without competing with stronger health systems around the world. Additionally, South African Airways and Ethiopian Airways have committed to ensuring that supplies will be delivered expediently.
On July 17, African Union special envoy Strive Masiyiwa announced that the Bill and Melinda Gates Foundation will support efforts to provide dexamethasone to Africa. The drug functions to treat severely ill COVID-19 patients in the United States and Europe. In Africa, dexamethasone will aid in the treatment of roughly one million people. Furthermore, the MasterCard Foundation has provided the African CDC with $15 million to purchase PCR tests through the platform. After African Union Member States register on the Africa Medical Supplies Platform, they will be able to access these medical supplies.
AMSP’s Potential Impact on Mass Testing
The ability to obtain and utilize a large number of COVID-19 test kits is a key component of containing COVID-19. Increased testing allows countries to better understand which precautions are necessary to reduce the spread of COVID-19. Unfortunately, many African countries lack sufficient resources to administer mass testing. Commercial tests can be expensive and therefore difficult to distribute widely in lower-income countries.
According to Masiyiwa, about 0.17% of people in Africa had been tested for COVID-19 as of June. This rate is notable, especially in comparison to 3.16% in the United Kingdom and 4.41% in the United States. Mass testing can protect health workers and provides information about the groups most vulnerable to the virus. It can also help show whether lockdown measures and social distancing are effective. Masiyiwa attributes the African continent’s low testing rates to global shortages of test kits. AMSP was created in part to address this issue.
Lockdowns, another aspect of COVID-19 containment, are also harming African countries economically. The United Nations Economic Commission for Africa (ECA) estimates that the continent loses about $65 billion every month as a result of stay-at-home measures. Vera Songwe, executive secretary of the ECA, has stated that Africa Medical Supplies Platform “could save [Africa] $40 billion” because it allows for increased testing, which could reduce the need for strict lockdown rules. Less strict lockdown rules would also allow some people to go back to work and earn an income.
AMSP Helps Contain COVID-19 and Works Against Poverty
According to a recent AMSP press release, demand for medical equipment has been high since the Africa Medical Supplies Platform was launched in June. “Member States of the African Union, leading international non-governmental organizations as well as international and African foundations” have all used AMSP. This platform is helping African countries contain COVID-19 and boost their economies. It will also supply the COVID-19 vaccine, once available.
The World Bank estimates that the coronavirus pandemic will push 71 million people into extreme poverty, and people in India and Sub-Saharan Africa will be most affected. By helping combat the spread of COVID-19 and allowing health systems to function at lower costs, AMSP can also reduce the pandemic’s negative impact on individuals and prevent people across Africa from falling into extreme poverty.
– Rachel Powell
Photo: Flickr
Homelessness in Kyrgyzstan
Homelessness has been rising steadily in Kyrgyzstan and has remained a prominent issue within the country in recent years. Kyrgyzstan is a small, mountainous country located in central Asia. With a population of approximately 6 million, the country’s economy is in the lower-middle-income bracket with a GDP of $8 billion as of 2018 and has a heavy reliance on agriculture. It was a member of the Soviet Union until its collapse in 1991 and subsequently lost much of its financial support. Despite this, poverty has been steadily decreasing from 50% during the mid-1990s but remains high at approximately 22%. In addition, an estimated 70% of Kyrgyz citizens require new housing or are homeless.
Reality at a Glance
Approximately 3,500 Kyrgyz citizens living in the capital, Bishkek, are homeless, and the city only has one year-round homeless shelter that houses a maximum of 70 people. On top of this, Kyrgyzstan’s extremely cold weather during winter months makes the lack of safe housing potentially lethal, leading to dozens dying due to overexposure every year.
Many charity workers attribute the rise of homelessness in Kyrgyzstan to alcohol abuse, as well as the rising population, migration into larger cities, unemployment and inability for people to reintegrate into society after prison time. Additionally, the country has built very few new homes. In fact, 85% of houses emerged during the Soviet era, meaning that even those who have access to housing may not have access to basic necessities or require repairs.
Currently, Kyrgyz law dictates that every citizen should receive a plot of land. However, this policy led to corruption, and many are unable to claim their land due to bureaucratic obstacles. Migrants illegally grab land near Bishkek, and the government does not resettle or evict the migrants, which slows down the wait time for receiving an official plot of land. Additionally, many settlements do not have legal recognition or receive essential government services unless they already have a substantial infrastructure in place and have wealthier citizens wanting to move in. As a result, the government benefits from the labor of settlers working to improve previously inhabitable land into a desirable place to live.
A Look Forward
In spite of these difficulties, Kyrgyzstan’s economy has been steadily improving for the past 20 years, and the government has taken steps to try and remedy the homelessness in Kyrgyzstan. The country operates on the Affordable Housing program through the State Mortgage Company established in 2013. The company works to help the people of Kyrgyzstan gain access to houses, and for building new housing. Additionally, the Street Football Federation of Kyrgyzstan has been working with vulnerable children and marginalized adults living in illegal settlements in Kyrgyzstan by running annual tournaments at orphanages, providing humanitarian aid, and giving opportunities while selecting the national Homeless World Cup team.
Ever since 2010, Kyrgyzstan has been steadily stabilizing over the years. The causes of poverty within the country are not unsolvable, and humanitarian aid has greatly improved conditions. Despite the turmoil and economic unrest, there is still hope for the further reduction of poverty and homelessness in Kyrgyzstan.
– Elizabeth Lee
Photo: Flickr
How the Government Has Tackled Hepatitis C in Egypt
In Egypt, the country with the highest prevalence of hepatitis C in the world, the virus affects an estimated 6.3% of the population. Since 2014, Egypt has made great leaps in combatting hepatitis C. With support from the World Bank, the Transforming Egypt’s Healthcare System Project has worked to improve the quality of healthcare offered across medical facilities, as well as tested and treated patients infected with hepatitis C. Between 2018 and 2019, almost 50 million citizens were tested and 2 million patients received free treatment.
What is Hepatitis C?
Hepatitis C, or HCV, is a viral infection transmitted through unscreened blood transfusions and the use of contaminated or unsterilized needles, as well as instruments used for tattooing or body piercing. While it can remain asymptomatic — in most cases, if untreated, hepatitis C can eventually cause chronic infections, liver inflammation (or failure) and death. Hepatitis C is a serious public health issue, which causes financial and social stress for patients and Egypt as a whole.
The hepatitis C epidemic began in Egypt during the 1950s–1980s, with the use of poorly sterilized needles in the treatment of schistosomiasis, a disease caused by parasitic worms. The anti-schistosomiasis treatment campaign terminated in the 1980s. However, HCV incidence rates remained high, despite regular screening of blood at blood banks and attempts to improve public health standards.
Mass Screening & Awareness Programs
In 2014, the Egyptian Ministry of Health, with support from the WHO, proposed with a program to educate, test and treat patients infected with hepatitis C, particularly in rural areas where the condition was more prevalent. Most of the treated citizens already had a positive diagnosis for the virus. Later, as the number of patients began to stagnate and dwindle. Efforts then shifted to testing and treating those who had possible infections but remained asymptomatic.
In 2018, a national population-based screening program was launched to test 62 million adults and 15 million adolescents. Additionally, the free screening program also included tests for diabetes, obesity and blood pressure. The program, offered at screening centers and mobile units set up at community spaces such as mosques, youth centers and factories — also provides HCV treatments.
Low-Cost Drugs & Free Treatment
The Egyptian government successfully negotiated significant price reductions for direct-acting antiviral (DAA) drugs with the drug manufacturer. Egypt achieved a further reduction in prices by permitting local, generic competition. This reduced the price for one DAA drug from $28,000 to $23 (for a one-month supply) and a second drug from $21,000 to $3.30. This allowed the Egyptian government to combat the epidemic on a scale that would have otherwise been impossible.
Furthermore, the Egyptian government offered a 12-week treatment program and follow-up care, free of cost for citizens. Between 2014 and 2019, the Egyptian government offered free care to 88% of patients.
A Healthcare Model for the World
The Egyptian government, with support from the World Bank and in alignment with the WHO, has made continued efforts to tackle hepatitis C through mass programs that spread awareness among citizens. These same programs provide free, accessible testing, vaccination, infection control, treatment and follow-up. While Egypt is still working to rescue its population from this epidemic, the country offers a model of admirable success for the rest world.
– Amy Olassa
Photo: Flickr
5 Facts About Hunger in Barbados
5 Facts About Hunger in Barbados
From the ongoing success of the UNDP, FAO and other local and international associations, Barbados continues to address food insecurity and promoting nutrition to its citizens. Yet, the emphasis on local programs that simultaneously combat global and local issues, like climate change, demonstrates the workings of a multi-pronged approach to combat hunger.
– Francesca Gaynor
Photo: Flickr
Sustainable Modes of Transport Can Help the Poor
What if one could raise their heart rate by walking to the grocery store or to see friends and cycling to university or work? Benefits may include becoming fitter and not spending as much time inside or using a car, as well as reducing carbon dioxide emissions. Reducing the number of cars by using sustainable modes of transport, including walking, cycling and public transport, could also help the poor leave a life of poverty behind. The ongoing COVID-19 pandemic has helped cities take action to incorporate sustainable modes of transport into their urban environments.
Social Sustainability
Many people may know of environmental sustainability, but social sustainability may be less familiar. As part of the Beyond 2015 briefs, the United Nations Research Institute for Social Development (UNRISD) presented insight concerning the post-Millennium Development Goal (MDG) development agenda. The institute put forth that “[to] be socially sustainable, development must deliver material well-being, including good health, education, and access to goods and services necessary for decent living…”
The Sustainable Development Goals (SDGs) emerged in 2015. They build on the MDGs and are a manifestation of a universal agenda for people, planet and prosperity, numbering 17 goals and 169 targets. SDG 1 is “[to] end poverty in all its forms everywhere.” Meanwhile, SDG 11 is “[to make] cities and human settlements inclusive, safe, resilient and sustainable.”
Cities
Cities play a large role in economic growth. Urbanization has been increasing; over half the world’s population lives in urban areas. The connection of people to the jobs, activities and services that are in or near cities is of significant importance. This connection can occur by means of transport. A U.N. 2014 literature review (Poverty and sustainable transport: How transport affects poor people with policy implications for poverty reduction) stated that in that same year, there were around 900 million passenger cars and light-duty vehicles and that by 2035, that number will more than double.
Higher vehicle numbers and lower urban density (think suburbs) have at least contributed to congestion and pollution, and have impacted the provision of public transport, all to the detriment of the poor. In developing countries, whether or not the three consequences exist, lack of sidewalks and cycle lanes make dangerous walking and cycling, both of which may be more affordable for and help the poor.
Cities of the Future and the Poor
City design is often more friendly to vehicles than to people, especially the poor. Cities have not always provided the poor’s interests with proper care, including sometimes resettling them due to a mobility project. Additionally, public transport fares are frequently too costly and there is sometimes a declining provision of public transport and/or aspects that hinder access to basic facilities. According to a SLOCAT (the Partnership on Sustainable, Low Carbon Transport) 2016 literature review, “the urban poor are more likely to experience too many of the transport costs and too few of the transport benefits.”
Connecting social sustainability, cities of the future and the poor is the recent trend of cities around the world increasing space for pedestrians and cyclists. The U.N. review from 2014 presents that walking and cycling are an important part of urban transport, with 50% of the urban population doing the former and the poor doing so for at least 80% of their trips. If cities were to invest more in walking and cycling infrastructure and encourage both the non-poor and poor to do them, congestion, the loss of time due to congestion, pollution and poverty levels could decrease.
Countries could also deal with the geographical and social exclusion of the poor by giving public transport greater investment. In Medellín, Colombia, one may be able to say that the MetroCable cable cars have helped reduce criminal activity and cut down on time loss and costs. It began to operate in 2004. “By 2011, 3 lines of the system had transported more than 47 million people, which represent a total saving for the people of approximately 22.5 million euros.” This is an example of public transport that has been affordable to poor persons.
The implementation of transit-oriented development (TOD) in cities could encourage mainly the non-poor to walk, cycle and use public transport, possibly transforming the private vehicle-centric urban landscape into one that is more human-friendly and pro-poor. And while TOD concentrates jobs and housing around transport facilities, increasing property prices and gentrification, governments could intervene to ensure that there is affordable housing.
SLOCAT works to include sustainable transport in policy analysis and global discussions, which may help to address the two SDG aspects of inclusivity and endeavoring to reach the furthest behind first. The previously mentioned 2016 literature review, which was part of a SLOCAT initiative, points out accessibility (made up of mobility and proximity) as key in the transport-poverty nexus. If both non-poor and poor were to use sustainable modes of transport, and if goods and services were closer to them, poor persons would benefit.
Cities of the Future and the Pandemic
Even before the COVID-19 pandemic, London, England implemented a congestion charge. The results have included fewer victims of road accidents and a rise in the use of bikes. During times of the pandemic, cities have taken advantage of the fewer number of cars on their streets. For example, Medellín, Colombia is working to nearly double its existing bike lanes within three years. Additionally, Kampala, Uganda is building walkways and bike lanes. If the consequences of these actions do not already do so, officials should act to ensure the poor make use of them.
Considering that the pandemic could destroy livelihoods of around half of the global workforce or around 1.6 billion people and that several of those workers could be both poor and unable afford to work from home, the connection between a more socially sustainable urban transport landscape and the prevention of the destruction of both livelihoods and national economies may be appropriate.
Sustainable mobility could enable savings totaling $70 trillion by the middle of this century. Investing in walking, cycling and/or public transport infrastructure at least possibly should allow for greater efficiency of movement in cities, allow the poor to travel more safely and, together with a reduction in private vehicle use, decrease the amount of time that people waste due to traffic. This should also help the poor reach basic facilities regarding health or education more efficiently. In an age where there are people conscious about their health and global poverty, a person can help the poor and stay fit by using sustainable modes of transport.
– Kylar Cade
Photo: Flickr
India’s Agricultural Supply Chain During COVID-19
Before the coronavirus, India was already experiencing some setbacks in agricultural production. First, India’s economy was growing at a slower rate, compounding existing problems of unemployment, low incomes, rural distress, malnutrition and inequality. Second, India maintains a large informal sector. An informal sector is one in which people do not report their incomes, and hence do not pay taxes on these incomes. Out of India’s 465 million workers, around 91% were informal workers in 2018. This sector is especially vulnerable because it comprises many agriculture workers and migrant workers. If India’s agricultural supply chain is disrupted, then these workers’ sources of income are consequently affected.
Lockdown Regulations
In response to lockdown orders, informal workers migrated back to their rural hometowns. They were hoping to wait out the virus and follow restrictions. As this period overlapped with the harvest season in mid-April, the annual harvest was disrupted. Major liquidity issues ensued, notably with the June crop.
During a lockdown, informal workers do not have access to their usual sources of income. On the other hand, many workers in the formal economy retain regular salaries. It is estimated that in the first wave of the pandemic, almost 10 million people returned to their villages, half a million of them walking or bicycling. As a result of this economic stoppage, the International Labor Organization has projected that 400 million people in India risk falling into poverty.
Transportation Restrictions
Among other industries, COVID-19 is disrupting India’s agricultural supply chains. In order to slow the progression of the virus, authorities heavily restrict movement across state borders, which blocks the movement and sale of crops. In addition, the lack of workers has interfered with the upkeep of machines and modes of transportation. Overall, limits on movement and a reduced workforce restrict the availability of food in India.
The transportation issue also translates into a range of export challenges. India’s agricultural supply chain serves domestic food consumption. In addition, it also is a top exporter of agricultural produce in the world. Unfortunately, many major economies have implemented similar lockdown restrictions, which creates backlogs in supply chains. For instance, around half a million tonnes of Indian rice is locked up in the supply chains, while perishable items cannot be processed due to fear of delayed transit. Nearly $40 billion of India’s agricultural exports are being severely affected by these repercussions of the pandemic.
Recovery
Even with these injuries to India’s agricultural supply chain, the country is expected to remain among the world’s fastest-growing economies. But these agricultural problems still call for new solutions.
Following COVID-19, digital innovations such as the eNAM (electronic National Agriculture Market) offer a pan-India electronic trading platform for farmers. The government recommended that states discourage the direct sale of crops and that farmers opt for rural wholesale markets. The government also launched an app that helps farmers and traders find transport vehicles.
Furthermore, several nonprofit organizations are working to ensure food security in India. For example, Rise Against Hunger India focuses on distributing meals and life-changing aid in rural India, after the organization noticed a lack of food supplies during the COVID-19 pandemic. The executive director, Dola Mohapatra, spoke about the rising hunger and food security concerns in India, giving special mention to the unstable incomes of informal workers and other daily wage workers.
Although India’s agricultural supply chain is currently facing issues, the government is working to overcome these challenges with innovations that expedite the buying and selling of agricultural materials.
– Elizabeth Qiao
Photo: Pixabay