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Although Ethiopia's economy has grown rapidly over the past decade and urbanization is increasing, the country's economic and spatial transformation has only just begun. Ethiopia's share of agriculture in GDP in 2006 (48 percent) was the highest in the world, and more than double the average for low income countries (20 percent). Likewise, Ethiopia remains one of the least urbanized countries in the world (16 percent), compared to the Sub-Sahara Africa average of 30 percent. Nonetheless, massive changes are underway. Agricultural growth accelerated in the second half of the first decade of the 2000s so that real agricultural GDP growth averaged 6.2 percent from 1998/99 to 2007/08. At the same time, Inflows of foreign aid, workers' remittances and private transfers that funded a surge in investment and boom in the construction sector. Measuring urbanization in terms of spatial agglomerations of people in and near cities of 50,000 or more, shows that urbanization growth rates between the population census years 1984 and 2007 are much higher (between 8 and 9 percent) than estimates based on official definitions of urban (4.2 percent). A surge in public investment has also helped bring about a new era for economic development. Road investments, particular those in transportation corridors in the highlands, have greatly increased connectivity, so that the number of people residing in or within three hours of a city of 50,000 or more, rose from 6.24 million in 1984 (15.5 percent of the population) to 38.7 million in 2007 (48.5 percent of the population). Moreover, massive investments in hydro-electric power have revolutionized Ethiopia's economy and opened up the potential for significant increases in productivity and output. Electricity per capita is expected to soon reach a level nearly 9 times the level of the 1960s, though it still remains far below the sub-Saharan Africa average. Similarly, fixed telephone line infrastructure more than doubled from 2003 to 2008; and cell phone subscription catapulted to 3.16 million subscribers in 2008 from only 50,000 in 2003. Finally, improvements in education and health are making significant impacts on the country's wellbeing and productivity. As Ethiopia moves forward, it faces key development policy decisions. Since the late 1990s, the country has followed an Agriculture Development Led Industrialization (ADLI) policy emphasizing investments to increase agricultural productivity and spur growth linkages with the rest of the economy. At the same time, government policy has effectively slowed rural-urban migration through regulations prohibiting sale of land, loss of land rights for those who leave rural areas, and registration requirements for new migrants. Allocation of public investments across sectors and across rural-urban space, together with land policies and various regulations on labor mobility, will be major determinants of the growth path of Ethiopia's economy and the extent of poverty reduction in the coming decade. ; Non-PR ; IFPRI2; GRP32; GRP36; ESSP II ; DSGD

Can we, by drawing on the experience of different independent initiatives and associations in southeastern Europe, draft and collate typical development and qualification strategies for periods of urban transformation and post-conflict situations, and apply them to similar urban situations elsewhere? The publication presents different approaches to this topic and answers the question with yes!

Die Innovationsfähigkeit von Kommen und kommunalen Verwaltungen ist entscheidend dafür, ob und wie eine Transformation in Richtung einer nachhaltigen Stadtentwicklung bewältigt wird. Der vorliegende Beitrag zeigt anhand von drei Fallbeispielen das Potenzial von sozialen Innovationen für eine Transformation in Richtung nachhaltiger Stadtentwicklung auf. Dabei wird auf drei zentrale Zukunftsherausforderungen von Kommunen eingegangen. Die drei betrachteten Handlungsfelder sind der Klimaschutz, die Klimaanpassung und der Ressourcenverbrauch in Städten.
Kommunen und kommunalen Verwaltungen kommt in allen drei Handlungsfeldern eine Schlüsselrolle zu. Zum einen, weil Städte maßgeblich CO2-Emissionen freisetzen und Ressourcen verbrauchen, zum anderen, weil Städte von den Folgen des Klimawandels betroffen sind und sich in lokalen Kontexten die Folgen sozial-ökologischer Probleme maßgeblich manifestieren. Die Transformation hin zu einer nachhaltigen Entwicklung ist daher eng mit urbanen Entwicklungsprozessen und der Generierung innovativer Lösungsansätze verknüpft. Sollen also zentrale Weichenstellungen im Hinblick auf eine Transformation in Richtung einer nachhaltigen Entwicklung gestellt werden, so kommt der Innovationsfähigkeit von Städten und städtischen Verwaltungen dabei eine Schlüsselrolle zu. Wie die Transformation vor Ort in deutschen Städten und Kommunen gelingen kann, wurde im Rahmen der BMBF-Zukunftsstadtforschung untersucht.

The shift in cultural matrix distorted the historic city while Dhaka lost its topographical and hydrological character due to the increasing demand for transformation of land for urban uses. Instead of safeguarding, the politico-bureaucracy distorted and closed Dhaka's major public open spaces to erase the associated historical meanings and restricted access to urban space for the majority who struggle to survive along the poverty line. As the state of adventurer's capitalism marked by the impulse of acquisition through exploitation of political or bureaucratic opportunities degraded land into mere property accessible to a few; Dhaka failed to transform into a place of opportunity for all. Thus, Dhaka failed to address the issues of social integration and to create a visible structure of its cultural identity. Instead of clearing the confusions intrinsic of long foreign rules and reestablishing a cultural identity that belongs to the land and its people, the political parties preferred to exploit the distortions inflicted by separation of pragmatic and mythical space and continued use of religious symbols to their benefit. The broad objective of the thesis is to formulate guidelines and evaluation criteria for new projects so that they might help Dhaka to transform into a city that: i. concretizes shared values and understandings, ii. makes communal life possible and meaningful, and iii. is inclusive and creates opportunities for growth and prosperity for the common people

Seeking Urban Transformation. Alternative Urban Futures in Zimbabwe tells the stories of ordinary people's struggles to remake urban centres. It interrogates and highlights the principle conditions in which urban transformation takes place. The main catalysts of the transformation are social movements and planning institutions. Social movements pool resources and skills, acquire land, install infrastructure and build houses. Planning institutions change policies, regulations and traditions to embrace and support a new form of urban development driven by grassroots movements. Besides providing a comprehensive analysis of planning and housing in Zimbabwe, there is a specific focus on three urban centres of Harare, Chitungwiza and Epworth. In metropolitan Harare, the books examines new housing and infrastructure series to the predominantly urban poor population; vital roles played by the urban poor in urban development and the adoption by planning institutions of grassroots-centered, urban-planning approaches. The book draws from three case studies and in-depth interviews from diverse urban shapers i.e. representatives and members of social movements, urban planners, engineers, surveyors, policy makers, politicians, civil society workers and students to generate a varied selection of insights and experiences. Based on the Zimbabwean experience, the book illustrates how actions and power of ordinary people contributes to the transformation of African cities

Seeking Urban Transformation. Alternative Urban Futures in Zimbabwe tells the stories of ordinary people's struggles to remake urban centres. It interrogates and highlights the principle conditions in which urban transformation takes place. The main catalysts of the transformation are social movements and planning institutions. Social movements pool resources and skills, acquire land, install infrastructure and build houses. Planning institutions change policies, regulations and traditions to embrace and support a new form of urban development driven by grassroots movements. Besides providing a comprehensive analysis of planning and housing in Zimbabwe, there is a specific focus on three urban centres of Harare, Chitungwiza and Epworth. In metropolitan Harare, the books examines new housing and infrastructure series to the predominantly urban poor population; vital roles played by the urban poor in urban development and the adoption by planning institutions of grassroots-centered, urban-planning approaches. The book draws from three case studies and in-depth interviews from diverse urban shapers i.e. representatives and members of social movements, urban planners, engineers, surveyors, policy makers, politicians, civil society workers and students to generate a varied selection of insights and experiences. Based on the Zimbabwean experience, the book illustrates how actions and power of ordinary people contributes to the transformation of African cities.

This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility. ; This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility.

This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility. ; This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility.

This chapter explores the connections between the concepts of sustainable urban transformation and the green urban economy, proposes a framework for understanding how these concepts "fit" together, and makes some practical suggestions for local governments (and national and international policy).

"This book presents the latest research on three issues of crucial importance to Asian cities: governance, liveability, and sustainability. Together, these issues canvass the salient trends defining Asian urbanization and are explored through an eclectic compendium of studies that represent the many voices of this diverse region. Examining the processes and implications of Asian urbanization, the book interweaves practical cases with theories and empirical rigour while lending insight and complexity into the towering challenges of urban governance. The book targets a broad audience including thinkers, practitioners, and students"--