Meet Jorge Sharp, the 31 year old leftist who just became mayor of Chile's second city

Valparaiso. Image: MariaMichelle/Pixabay.

Bearded, with shaggy hair, chinos and a plaid shirt, 31-year-old Jorge Sharp does not look like your typical mayor elect. But that does nothing to stop him speaking with the conviction of one.

“Look, Chile is a country that solely operates centrally, as one unit,” he says. “It is not a federal country – the concentration of state functions is very compact. In reality, most of the power is in Santiago. There are many limitations when it comes to introducing significant changes [in local areas].”

In October, Sharp upset Chile’s political status quo by defeating establishment rivals in the mayoral election of Valparaíso, the second city of South America’s first OECD country. He took office in early December.

 

Campaign pictures. Image: Office of Jorge Sharp.

Often compared to Podemos in Spain, Sharp’s win was significant – not only as yet another example of voters turning against mainstream politics – because it denied Chilean right-wing candidates another seat during local elections that saw them sweep to power across the country.

Sitting in one of Valparaíso’s many bohemian cafes, Sharp accepts the comparison with Podemos gracefully but is keen to make sure that Chile’s new “autonomous left” movement is seen as distinct. “What we are doing in Chile is a process that is difficult to compare with other emerging political movements in the world,” he says. “We are a distinct political group and we are a modern force for the left. We are a left that is distinct in our own country and that is different to the left in Spain, in Bolivia, and in Venezuela.”

Sharp’s Autonomous Left movement is not so much a party rather than a group of affiliated individuals who want to change Chilean politics for good. Considering its relatively small size, the so-called Aut Left experienced degrees of success in October.

“We only had nine candidates and we won three of the races – in Tirenos, Antofagasta and Anua, a district of Santiago,” he says. “We hope that the experience here will help us to articulate a national message for all of Chile.”

Where Valparaíso is. Since you were wondering. Image: Google.

For Sharp, the success of Jeremy Corbyn, Donald Trump and the pro-Brexit movement are due to people fed up – on a global scale – with their respective countries’ mainstream political parties or candidates. Given that assumption, how would he describe the cause of his own election success?

“The problem in Chile, and also for the people in Valparaíso, is that the resources go to very few people,” he says. “It was a vote to live better, to live differently. Our project for social policy is one that is more sufficient for all the people. It’s a return to democracy, to break the electoral status quo.”   

Sharp – like many – believes that the United States’ Democrat party missed out by passing up the opportunity to break with the status quo and choose Bernie Sanders over the chosen nominee Hillary Clinton. “They would have been better off with Sanders than Clinton,” he believes. 


“The [people] in the US are living through a deep economic crisis. These were the right conditions for Trump. The people weren’t looking for the candidate from the banks or Wall Street, not the ‘establishment’ candidate. The way forward was Sanders.”

Turning to other 2016 geo-political events, he claims Brexit was a case of Britons “looking for an answer to crises” about identity. Elsewhere in South America, the tactics of former Colombian president Álvaro Uribe – who led the “No” vote campaign against peace with the Farc – were “fundamentally undemocratic”.

In the future, Sharp hopes that he and the rest of the Autonomous Left will be better-prepared to take power in higher offices, in order to further reform social policy and politics in Chile. “For these elections, we weren't unified enough,” he concedes. “For 2017 [when national elections take place], we will have one list of parliamentary candidates and one presidential candidate.”

And while Sharp clearly sympathises with other left-wing movements in countries throughout the world, this is not a call for a unified approach to take on the rise of the right.

“Every country has its own path,” he finishes. “There is no single correct path. What we need to do [in Chile] is articulate a force that’s outside the political mainstream.”

This article was previously published on our sister site, the New Statesman.

 
 
 
 

The Delhi Metro: How do you build a transport system for 26m people?

Indraprastha station in 2006. Image: Getty.

“Thou hath not played rugby until thou hath tried to get onto a Delhi Metro in rush hour,” a wise Yogi once said.

If you’ve never been on New Delhi’s Metro, your mind might conjure up the the conventional image of Indian trains: tawdry carriages, buckets of sweat, people hanging out of windows and the odd holy cow wandering around for good measure.

Well, no. The Delhi Metro is actually one of the most marvellously sophisticated, affordable, timely, and practical public transportation systems out there. On a 45C day in the Indian summer, many a traveller has shed tears of joy on entering the spacious, air-conditioned carriages.

Above ground, Delhi is a sprawling metropolis of the scariest kind: 26m people, three times the population of London, churn and grind through Delhi itself.

The National Capital Region, an area which includes Delhi and its surrounding satellite cities – now victim of its never-ending urban sprawl – has an estimated population of almost 50m. So how do you tie such a huge population together?

The map; click to expand. Image: Delhi Metro Rail.

Motorised vehicles won’t do it alone. For one, air pollution is a horrific problem in Delhi, as it is across India. Last November, the government declared a state of emergency when the Indian capital was engulfed by a toxic, choking fog so thick that you could barely see several metres in front of you, drawing allusions to the great Victorian fogs in London.

Then there’s Delhi’s famous traffic. Twenty-five years ago, the travel writer William Dalrymple observed that you could reduce the Delhi’s road laws to one simple idea: the largest vehicle always had the right of way. The traffic has tamed somewhat in the 21st century, but the number of vehicles has multiplied again and again, and it’s not uncommon for people to be stuck in four-hour traffic jams when they try to traverse the mighty city.

Enter the Delhi Metro – a huge network of 164 over- and underground stations – and by any account, a titan of civil engineering and administration.

The numbers are simply colossal. Every day the metro serves on average almost 3m people. Annually, it carries around 1bn.

In a country where intercity trains still turn up a day late, the Delhi Metro is extraordinarily timely. On the major lines, trains will come every several minutes. The trains are extraordinary speedy, and you’ll reach your destination in a fraction of the time it would take for you to drive the distance.

The minimum fare is 10 rupees (12p); the maximum fare, to and from the airport, is 50 (60p).

The evolution of the metro. Image: Terramorphus/Wikimedia Commons.

Construction of the metro system began in 1998, with the first section completed in late 2002. Keen to avoid the catastrophic corruption and bureaucratic mismanagement which plagued eastern city of the Kolkata Metro, developers took advice from Hong Kong’s high-tech system There have been several stages of development to add extra lines; more is planned. By 2020, it is hoped that the 135 miles of line will have increased to over 300.  

One thing quite striking about the metro is its women’s only carriages at the rear and the front of the train, marked by pink signs. Sexual assault and harassment has been a horrific problem on Delhi’s transport systems. Women can of course go anywhere on the train – but men who violate the carriage system will have to deal with the scathing anger of the entire pink carriage.


One of the under-discussed impacts of widespread and well-used public transportation systems is their propensity to break down social and class barriers over time. As the London Tube began to be used more and more in early 20th century London, people from completely different walks of life and classes began to brush shoulders and share the same air.

The story is similar in Delhi. The necessity of the metro helps to break down old caste and class divisions. Of course, many elite Delhiites would not be seen dead on the metro, and choose their private chauffeur over brushing shoulders with the common man. But slowly and surely, the times are a changing.

What’s more, the Delhi Metro system is one of the greenest around. Six years ago, the Metro was the first railway system in the world to be awarded carbon credits from the United Nations for helping to reduce pollution in the capital by an estimated 640,000 tonnes every year.  

All praises sung and said, however, at peak times it’s less mind the gap and more mind your ribs – as a fifth of humanity seems to try to get on and off the train at once.

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