Showing posts with label Urbanism. Show all posts
Showing posts with label Urbanism. Show all posts

Saturday, June 2, 2012

The inclusion of informal waste workers in solid waste management planning


Informal waste workers plying the streets of Hanoi, Vietnam


I wrote this in my previous job as Waste Management Project Officer. I'm posting it now.

In developing countries where there is often a lack of services offered by traditional structures, there is often a more important role given to the informal sector. The informal sector is mostly composed of self-employed people who have organized their own business without necessarily having official status (through acquiring a permit, having a proper storefront, etc). One important service many municipalities are falling short on in rapidly developing cities is that of waste management. City governments are having a difficult time cleaning up after more a more affluent lifestyle that leaves huge amounts of waste and packaging in its wake.

Making up this shortage, there are throngs of informal waste workers plying the streets buying re-marketable waste from houses and picking through garbage. They are then able to sell those recyclables to intermediaries – junk shops – and make a small profit in the meantime. It should be clear that the reason for the waste workers to enter the sector is neither to clean up the streets nor to help reduce the amount of resources being sent to landfill. They enter this sector because they may lack the skills or education necessary to be employed in a formal sector, or lack the necessary amount of capital to open a stall or store. The most beneficial aspect of the waste trade is that it only requires some mobility… and well, perhaps a strong voice in order to carry a melodic call for recyclables through the streets. You can hear them everyday calling out to houses… “Booooooooooottles! Plaaaaaaaaaaastic! I will buy your bottles!”

The work is difficult, hauling large bags of paper, cardboard, plastic or glass through the streets or else transporting it with a flimsy bicycle. Despite the laborious nature of the work, there are fringe benefits. Workers are able to work on a flexible schedule, can take extended leaves if they want and are able to make some extra money by working more as they wish. These benefits are particularly important for women. Mothers are able to take on traditional roles in the household while they can also have some extra work when time allows, helping low-income families bridge financial gaps.

Cities like San Fernando La Union, where I was working in the Philippines, are expanding their waste pick-up and recycling services trying to make up for years of not being able to address the increasingly present waste problem. However in expanding this service informal waste workers are being squeezed out of their income. As incomes are increasing in many brackets, the people at the bottom are often stuck in the same situation. More so, many city dwellers look at informal waste workers as undesirable and uncivilized symbols of 3rd world poverty (I use the term 3rd world purposefully).

Policies in developing cities often address the lack of municipal waste management services while ignoring the effects on the informal sector. The sector is mostly composed of low-income individuals either trying to make supplementary income for their family or relying entirely on the income of buying and selling waste. Most urban dwellers support these policies because they not only get rid of waste in the street, but have political machinery and policies that prohibit any waste pick up other than municipal, effectively shutting out the informal sector.

It is therefore incredibly important that this group of workers, the informal workers, be able to benefit from the increased development in creating structures that do not limit their ability to collect waste. As well, it is important that policies be put in place that encourage the hiring of women for private companies when under contract by the city.  Programs that help train and organise women working in the informal waste sector could help them be included in the switch to a more formal structure.

It is incredibly fundamental that with this modernization, government policy makers ensure that those at the bottom of the waste management stream be able to also profit from development. Because the institutionalization and professionalization of the waste management sector often excludes women and the poor from participating, efforts must be made to ensure that programs are in place that allow them to make the step up to the formal sector. The accessible work that the informal sector provides has been instrumental in helping people in poverty to make ends meet; this cannot be forgotten by policymakers.    

Friday, January 8, 2010

Back to Montreal - Quartier des Spectacles

If you heard me talk about Montreal while I was in Hanoi (and believe me, I know you did), I would have told you how there were a couple things I hated missing.

The first would be the launch of the Bixi system, the first large-scale bicycle sharing system in North America, and also the most successful bike-sharing system to date. Unfortunately, the bikes aren't there during the winter, so any evidence of this has been hidden by 1 metre of snow.

The second would be the new Place des festivals. A new public space in downtown Montreal. Also partly hidden by snow, I didn't let the cold weather distract me from experiencing this new public space.



Here I am walking through a new installation in the square, called champs de pixels. As one walks through the snowy paths, little pixel-lights light up, following your steps. I came across it late at night, and thought it looked amazing with the areas new lighting scheme.


Thursday, December 3, 2009

Lenin Park

Literally across my new place is Lenin Park.

It's a small little triangular park dedicated to the Russian communist. Cat my new housemate and I have been enjoying the sights. We sit and stare at kids and teens break-dancing, robo-dancing, spinning on rollerblades and spinning soccor balls on their arms, head, and feet.

Oh and, babies driving around in mini cars.







(I apologise for the poor quality of my camera phone)


Cat and I laughed about how all these kids have to perform amazing things to get attention, and all we have todo is walk through the park and people turn their heads and stare.

Sunday, October 18, 2009

My House and Neighbourhood in Hanoi

My camera has been stolen, so until then you will have to put up with photos from my mobile phone.

I should mention that I am moving to a new house soon. I figure now would be a good time to post about my current neighbourhood and house.

I live in the middle of a giant block. Between the two streets is a densely packed neighbourhood that one can access only through the alleyways that sprawl through the block like veins. In order to reach my house, you have to take a right from the main street, turn right, then turn left, go through a covered tunnel-like structure, pass the canal, take a right, then the left, then right, then left, then right, then left, then right again until you get to a dead end. This is about 10 minutes walk from the main road upon which my address is based. Taxi's cannot reach my house, let alone the fire truck (if there even is one in this city).

I find it completely amazing how houses organically sprung up from the ground. Pressures as a result of the loosening up of the tightly controlled Vietnamese market, called Đổi Mới, allowed for the dividing up of previously large tracts of land. As a result, you often see small one-level buildings surrounding by narrow 5-floor houses that were built on what I assume was one large housing-lot. The average house is only about 3-4 metres wide, but stretches 5 metres deep and 5 storeys tall, mainly because local taxes are based on the width of a building rather than the actual area.

Walking through the maze of alleyways, it seems like houses were pieced together like a puzzle, one house being built to another, and other just filling up spaces between two randomly places houses on a lot. The alleys came later, as spaces between buildings for moving people, bicycles and motorbikes. Alleyways hold their own businesses and shops. Along the way to my house from the street I pass by a school, a vegetarian-food lady, many hair salons, guesthouses, food sellers, motorbike repair and wash shops, etc. Within the same block, there are many other alleys that are densely lined with these businesses, mimicking a main street. The block also has a huge square surrounded by houses where vegetables, meat and prepared foods are sold. You wouldn't know such a place was there unless you lived in the area and came across it somehow.

Starting in the morning, people on bicycles ride through the maze of alleys singing a jingle for the products they sell. There's people selling phở, bread, fried rice cakes, and people willing to buy your recyclables, or broken appliances, etc. It's a city within a city. And the best part is aside from the singing of the sellers and the kids playing in the alley, there is no street noise.

Thursday, April 2, 2009

Blowing Bangkok Birthday Bonanza 2009!!!


So I'm back from Bangkok, and now getting ready to take a 15 hour train ride to Danang in North-Central Vietnam.

I'm not rolling in dough, can I mention... Things are just so cheap here.

Thailand was an amazing experience. I think it's ruined my view of Hanoi.

There's something about mixing an elevated light rail system with coconut-based curries that makes me want to pack up everything and move there.

I'll sit on it for the weekend (sitting on the beach in Danang, is exactly what I'll be doing).

Sunday, January 18, 2009

First Day in Hanoi

All I can say is that I just had one of the most eventful days of my life. So far, I am completely in love with the city, its dirt and noise and traffic and especially the chickens and roosters that seem to live outside my window.

I started out the day with my Australian roommate, we went to a nearby vegetarian restaurant. As we were walking and talking I found it hard to keep my focus. This was the first time I experienced Hanoi, and so I was eating up every single sight. We curved around alleyways trickling with people walking, cycling, and on motorbike. The occasional vendor passing by, snippets of ground-level workshops with people wielding and mending, small restaurants and cafés. And this was only in the alley to the main road!

The vegetarian restaurant, Ha Thanh (#116, Alley 166, Kim Ma Street, Ba Đình), specialises in mock-meat dishes. I got a sort of barbecued sausage dishes that came with rice and a soup, and cost only about 2$ Canadian! They also have a vegetarian breakfast pho which is only about 75 cents. So I will be back!

After a long walk into the old quarter to get my Vietnamese SIM card, I called a Vietnamese friend and hopped onto a xe om, a motorbike taxi.

Imagine me clutching onto my dear life on a xéom, hoping the sesame and peanut milk I drank at Mr. Bean Dream didn't suddenly give me an inconvenient gastro-intestinal 'reaction.' Imagine never having ridden on a motorbike and then doing so in Vietnam!

I held on as hard as I could and just took in all the amazing sights. People whizzing back and forth on the narrow streets like rockets or fireworks shooting up into the sky before exploding. Thin and narrow buildings that reach 6 or 7 storeys with shops at the ground floor, and small street vendors huddled on the sidewalk diligently filling up empty bowls and empty stomachs!

I thought 'this is what a true city is!'

Thursday, June 7, 2007

Underground Parks

Montreal's sister city Shanghai has announced the development of an underground park that will be part of the city's large underground network. A fibre-optic network would 'wire' light underground, solving the issue of it being underground.

I am not familiar with the way the underground city in Shanghai is organised, but in Montreal the underground city (except for certain passageways) are private spaces. It would be very interesting to see the insertion of a lavish public space in an area that is normally the domain of private development.

It is no secret that Montreal's downtown is seriously lacking some public space. Save for Dorchester Square and the adjacent Place du Canada, the downtown has no public parks. An underground park, if considered by the city, would not only help create a much needed park but help balance the private-space dominance of Montreal's underground and allow some warmth-deprived Montrealers some greenery in the dead of winter.

Write to your local representatives!

Friday, June 1, 2007

Fourth Citizen Summit of Montreal

Today is the start of the Fourth Citizen Summit of Montreal, the theme being 'Planning the City, economic development and participatory democracy: The Right to the City'. The Urban Ecology Centre is hosting the 40 or so workshops that will be simultaneously translated in English and French. Most of the programming is in French, but they have 12 roundtables and workshops that will be in English. One that sounds particularly interesting is titled 'the role of citizens' actions and economic development: Milton-Parc, Benny Farm, Point St-Charles,' starting tomorrow at 10:30. Check out the programme for all the details.

Friday, May 25, 2007

Ontario and Smart Growth

Here's an interesting article from the Toronto Star, by way of Spacing, on Ontario's adoption of a Smart Growth policy. I know that they have been commissioning reports from the Neptis Foundation right left and centre for several years, but it appears that the province is going to officially adopt such a policy. The most important facet of Smart Growth is that it involves planning growth on a wider scale, rather than the ad-hoc nature of most suburban development. Carefully planning out safe and walkable neighbourhoods to complement and feed public transit corridors. And of course the words 'sustainable' and 'sustainability' are rampant in the Smart Growth reports.

The article mentions that this adoption will not only affect municipalities (having to conform to the provincial legislation), but will permeate through all provincial departments. Using the article's example, the government liquor stores will no longer be able to locate in strip malls surrounded by parking. This shouldn't be only accomplished through tough legislation, though. Federal and Provincial governments should implement policies of 'consistency' (for lack of a better word) to avoid such obvious hypocrisy.

Saturday, May 19, 2007

Why Tramways over More Buses?

So this is the debate. Montreal has decided that its priority is to develop a tram network, starting with about 20 km that will eventually expand. I took a course a couple of years ago in Urban Transportation and one main focus was on the differences between bus service and tramways in the way they shape a transit system and travel behaviour (as well as the city landscape). I have to first point out that i am not a tram enthusiast. I just truly believe that the a tram system is needed in Montreal.

Because there is a large initial capital cost in a tram system, it's more relevant to compare costs of the two services over a long period of time. With any sort of transit service the level of service (the type of service as well as frequency and quality of service) needs to be relevant in it's context. The bottom line all depends on ridership. Luckily, the proposed lines along Park and Côte-des-Neiges would replace the bus lines with the highest ridership. Apparently the Park bus line actually carries more people than the blue line (according to some big hotshot McGill researcher who gave a lecture in the course). So here is why, in Montreal's case, a tram network is advantageous :

-Fast. A tramway with a Dedicated Right of Way (that is, separated from normal traffic), is faster because it does not get stuck in traffic like buses do. Even the dedicated bus lanes have snarls when cars are turning. And a tram would have its own right of way even outside peak hours.

-Permanent. Tram stops have a more permanent place in the minds of transit users, like a metro station does. Same thing with tram lines. This is important in attracting investment and users. Bus routes and stops are not very prominent in the streetscape and (in the minds of transit users) can be moved or removed at whim. This also means trams routes aren't as flexible as bus routes.

-Clean and Quiet. Trams have no emissions and are quiet. Air and noise pollution is almost non-existent when compared with buses. This has a tremendous effect on quality of life of an area.

-Comfort. Trams don't change lanes or swoop into stops like buses do, so it is a much more comfortable ride.

-Ridership. Other cities have experienced an increase in ridership when tramlines are introduced.

-Maintenance. Tram cars have an average operating life of 25 years versus 17 years for buses. They also cost less in ordinary maintenance.

This is not to say that a tram system in the order of Projet Montreal's proposal is needed. Tram lines could only really be efficient on those lines with demand. As a intermediate mode between bus and metro, the capacity needs to be there. A line along Park is especially necessary to help alleviate the congestion on the orange line between Henri-Bourassa (or Montmorency) and Berri. That line is already fully saturated and can't handle any growth.

Update: i re-enabled comments, i must have accidentally clicked on 'don't allow'. Sorry about that!

Friday, May 18, 2007

Montreal Tramway

A new tram system in Montreal has been the talk of the town for the last month if not the last year. I somehow fell upon this document [pdf 240 kb] put out by Projet Montreal, complete with maps of every borough, and their proposed tram lines. If you haven't forgotten the last municipal election, Projet Montreal is the very new municipal party that surprising won a seat. They are the ones who have been putting the pressure to introduce a tram system.

Their proposal is a very bold one at that, seemingly drawn up by randomly connecting lines using a blue felt pen. This is the type of ambitious project, however, needed to stop the automobile's pervasiveness. Implementing the key routes like Park Ave, Old Port, Henri-Bourassa and Notre-Dame would be a great beginning.

Update: (Thanks to the Montreal City Weblog) The city will unveil a transit plan today that will apparently address the need for sustainable transit on the island. Bridge tolls and streetcars are in order. It seems a lot of people (including Kate from the Mtl city weblog) do not think there are advantages of trams over buses... maybe an upcoming post?
Update #2: For those with a lot of free time (like myself) the 155 page pdf document released by the city is available here.

Wednesday, May 16, 2007

Bois Franc Development

My parents have decided to move back to Montreal from Suburban American Hell. I had taken the responsibility of real-estate agent in showing them several properties as 'ideas'. Of course it has been incredibly stressful for me, and i have now resigned. It's clear they have acquired a taste for suburban living that can hardly be changed. Even in light of global warming ( i mean it's even on the American news that my mother watches so religiously!), and the fact that her son has chosen the environmental challenge as a career path, they cannot see the reality.

I am already disturbed and upset just writing this bit about it, so i will move on to the point of this post: the Bois Franc Development in Ville Saint-Laurent, Montreal. If they are going to pick the suburban lifestyle, i figured they may as well pick the 'better' option. Bois-Franc has been developed on the principles of New Urbanism. In a nutshell, here is a short summary of (what i believe are) the most important principles of New Urbanism:

-The pedestrian is encouraged.
-The density is higher than traditional suburbs.
-High-quality of the architecture and design.
-A mixed-use centre is within walking distance.
-A mixture of housing types


I have visited Bois-Franc twice now, and i am actually pretty impressed with the development. The first most-striking thing upon arriving is that people are actually present. Like a scene from their promotional video, there are people, couples and families walking and biking around. This is something i have almost never seen in traditional suburbs. While i am impressed with the development, there are some things i am still concerned about:

1. The housing is quite expensive, and there are no affordable housing projects or low to medium-income rentals.
2. This is still a suburb, and most residents still depend on their cars to reach areas outside the development.
3. The central commercial square has a lot of parking around it, and are single-use buildings without any residential development on top (i.e. no vertical mixed use).

They had an observatory at the centre, where i took most of the pictures:

The centre has a lot of different services: movie rentals, café, restaurant, bakery, depanneur, etc.
The housing development around the centre
Notice the bus that runs through the development. Both times i was here, the bus had mostly young people riding them.
High density development
Many of the more prestigious developments are placed around these squares (notice the playground)
These townhouses are facing each other with a common landscaped walkway in the Garden City style.
Mixed housing types: retirement condos in the large building with lower rise duplex-style condos behind.
The higher density is achieved through small land parcels and narrow buildings with 4 floors of liveable space (finished basement to loft-attic)
Phase 3 of the project will start soon, which will cover all of the adjacent golf-course.


Friday, May 11, 2007

A New Green City

The Inhabitat blog has posted an interesting piece on a new city in Abu Dhabi to be completely green. Designed by firm Foster + Partners, this 6 million square metre walled city (called Masdar) will be completely car-free, waste-free and self-sustaining. I wonder if it will consider the other 2 pillars of sustainability, social and economic. Hopefully this city will be a centre of innovation in Eco-City design, especially with the planned university within its walls.


When reading about this city, many other failed projects come to mind. We shouldn't forget that there was not one successful city that had been founded will the goal of Utopia that is still functioning on those principles. New Harmony, Indiana and even Radburn New Jersey come to mind. Radburn had gone bankrupt before the city could be completed (a very watered-down version of a Garden City), and New Harmony erupted in chaos.

Apparently the creators of this new green city have not down any research into the (un)success of creating new towns that are structured on completely new ideas. I just say why not focus on improving the cities and towns that exist today, before creating entirely new ones?

Wednesday, May 9, 2007

City Stars: A Comic

I would encourage everyone to check out the City Stars comic, by illustrator Grant Collins. This was part of the Logocities Symposium that just wrapped up a couple of days ago. The comic illustrates the tales of someone who, triggered by the pope's death and the resultant 'purple cross illumination', searches for meaning in the logos that dot Montreal's skyline.

The signs and logos of the city are as large a part of Montreal's symbolic landscape as Mount Royal or the distinctive architecture of (let's say) the Golden Square Mile. If it were not for the price of attending, i would have definitely been there.

n.b. to read the text in the comic, make sure to double-click to zoom in.

Tuesday, May 8, 2007

City as Developper

Thanks to the Montreal City Weblog for linking to this article about a giant area the city is planning to develop. The giant area located in Montreal east is bound by Sherbrooke to the south, The metropolitan autoroute in the north, the Lafarge Quarry to the east and west until about Pierre-Bernard street.

This project seems to be on the right start by incorporating a mix of affordable housing, social housing and condos for both retired folk and low-to-medium-income households . A total of 60% of the new housing will be affordable housing and social housing (39% affordable and 21% social). Other than a small band of commercial area to the south ( most probably along Sherbrooke), there is no news whether this project will adopt principles of sustainable development or at least New Urbanism.

Hopefully the commercial zone will be mixed use, with housing and offices above. I don't think Sherbrooke east needs any more strip malls or restos floating in a lake of parking. Hopefully all the housing will be somewhat mixed as well. The condos, social and affordable housing unsegregated. I will be keeping an eye on this project.

The city has partnered many times before in large development projects (often call PUDs, Planned Unit Developments). This seems to be the first the city has gone pretty much solo. For some info check out the Angus Shops Development, considered a successful sustainable community.

May 9th Update: The area to be developed is in fact not in Montreal East as the article mentioned, but in Mercier-East, which is part of a different borough.


Monday, April 23, 2007

New York City Congestion


New York City is thinking about introducing congestion pricing, similar to what is done in London's downtown. This would be the area of Manhattan below 86th Street. For those unfamiliar with the concept, it involves charging drivers and cars to enter a certain area (like a downtown). It is considered a success in London, but i hear there are still kinks that need to be figured out.

I'm not sure how effective this would actually be since cabs would have a special status in such a system and most of those driving through Manhattan are those that can absorb the 8$ a day fee. It may just further segregate the poor and rich.

The article mentions the booming population growth in the city, but i question how fast it really is growing. I haven't heard of any North American city truly growing in the last decade...

Thursday, April 12, 2007

An Urban Planner's Wet Dream


I woke up this morning, and discovered thanks to the Montreal City Weblog, that the reintroduction of tramways and the 'boulevardisation' of the Bonaventure Autoroute is closer to becoming a reality. The entire 12th floor of Concordia University (save for the Poli-Sci kids who occupy the smaller section of the floor) just has a spontaneous orgasm.. i could hear it. Okay, maybe i'm the only one in that respect, but this is the type of stuff we urban planning students dream of.

The first proposed tramway is to begin at Dorchester Square and loop around to Berri-Uqam metro. All the while passing the Cité Multimedia, Griffintown, The old port, and the new CHUM mega-hospital. It's a great first step for the city, but this line would seem quite short and not that beneficial to Montrealers, catering mostly to tourists. The benefits of tramways is that they have large capacities and are extremely cheap per-passenger when compared to metros. The city should take advantage of this and have the first proposed line strive for something a little more extraordinary.

One again, thank-you to the Montreal City Weblog, you've helped make my day!

Sunday, March 25, 2007

Could Montreal Learn?


Paris has decided to develop an extensive network of bike stations, where it would be almost free for someone to rent a bike. The plan calls for a bike station about every 250 yards. There are similar systems set up in Lyon as the article mentions, and i'm pretty sure Copenhagen has one as well (which works on a refundable deposit). Considering it is being done in Paris, where the terrain is not always flat (think Montmartre), could this be done in Montreal? The Montreal mayor last year was revelling at how modern Paris' new tramway was, and quickly claimed he would do the same in Montreal. Is this bike-lending network likely to be the next 'victim who never had a chance'?

Of course in our city, avoiding hills is not exactly the easiest. Kristian at Coolopolis has suggested that Montreal can benefit from a Trampe. A bike lift that can transport lazy bikers up hills. I would suggest that anybody who doesn't want to bike up a hill shouldn't be on a bike, but it this device could surely help bring biking into the mainstream.

Tuesday, February 27, 2007

South Shore LRT


Henry Aubin wrote an interesting editorial in The Gazette on Tuesday. Yes, Tuesday is the day i have a midterm... and yes, i know i should be studying instead....
In the editorial, he criticises the AMT's report on creating a Light Rail Train line between downtown Montréal and Brossard. Aside from the fact that he HATES the idea, i have beef with his evaluation of the costs. He merely divides the total cost by the number of new public transit users that are expected by the LRT (4 150 by 1 Billion$) and claims it will cost 240 000$ per new public transit passenger..... Yet, how about all the potential users (the people who use the buses now)? Then think about all those people who get to ride free thanks to those 'new' passengers who paid 4 thousand each!!
I mean come on. What a shoddy way to present something.