Other Infrastructure Study
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Publication
Operational Risk Assessment (ORA) for Local Government Engineering Department (LGED) in Bangladesh : Final Implementation Plan
(Washington, DC, 2009-10)In April, 2008 the World Bank and the Local Government Engineering Department (LGED) commenced a study with the following objectives: (i) to assess fiduciary and operational risks in LGED's management of projects, assets and other resources, and in the Local Government Division (LGD), Ministry Of Local Government, Rural Development and Cooperatives' oversight function; (ii) to evaluate the efficacy of external review of decision-making by LGED and the LGD; and (iii) to identify options for future monitoring of operational risks in LGED and the LGD, and (iv) to prioritize options which are realistic and available to effectively minimize the major operational risks identified. This report addresses the last of these objectives. It is based on discussions in Dhaka 14-20 March with senior LGED staff the Operational Risk Assessment (ORA) team leader, and follow-up work by LGED staff through March 30. The report identifies and categorizes three different types of risks. The first type includes risks that LGED has the authority to take the necessary actions to address, with support from development partners and routine budgetary spending and staffing authorizations needed from other agencies. The second type includes risks that can only be addressed by LGED in partnership with one or more other organizations. In other words, it can initiate some parts, but will also need key partners to make necessary decisions to carry out the recommended actions. Although initial work on these can begin right away, successful implementation is expected to take longer than addressing the first type of risks. The third type includes risks that stem from the external environment in which LGED operates. LGED cannot take any direct action to address them. Yet, based on a full understanding of the nature of the risk, LGED may be able to take indirect actions to mitigate the relevant operational and fiduciary risks to LGED's operations and reputation. These are more complex than the first two types, and may take more time to address. Once finalized, the report will be presented and discussed at the ORA Dissemination Workshop tentatively scheduled for July, 2009, with participants from Government, civil society, and international partner organizations. Following approval by the Local Government Division, Ministry Of Local Government, Rural Development and Cooperatives, LGED will begin implementing the risk mitigating measures according to the attached schedule. -
Publication
Transport Development Priorities in Papua and West Papua
(World Bank, 2009-10-01)The province of Papua of the Republic of Indonesia was provided special autonomy under law 21-2001 in recognition of the fact that 'the management and use of the natural wealth of Tanah Papua has not yet been optimally utilized to enhance the living standard of the natives, causing a deep gap between the Papua province and the other regions, and violations of the basic rights of the Papuan people.' The goal of special autonomy was to help Papua and Papuans catch up to the rest of Indonesia in terms of living standards and opportunities. Yet, now almost a decade later, and after the split into two provinces: Papua and West Papua, progress toward this goal has been slow. In recognition of this, the Indonesian central government issued presidential instruction 5-2007 on the acceleration of development of Papua and West Papua instructing all relevant technical ministries to devote special attention to the two provinces and to coordinate their programs with the governors of both provinces. Transport is a key piece of the development puzzle and is a high priority for all levels of government in Papua and West Papua. Yet, despite this, and large amounts of investment channeled toward the sector, the people of Papua and West Papua are not receiving substantially better transportation services than they were before special autonomy. This report aims to set out a set of priorities that transport development must follow in Papua and West Papua if investments are to be productive and remain useful for their entire design life. -
Publication
Indonesia - Investing in the future of Papua and West Papua : Infrastructure for sustainable development
(World Bank, 2009-10-01)The remote and sparsely populated provinces of Papua and West Papua face a time of great change. Monetary transfers from Jakarta have grown extraordinarily in recent years, by more than 600 percent in real terms and 1300 percent in nominal terms since 2000, greatly increasing demand for goods and services. The high price of imports in the interior is producing pressure to improve roads in order to lower transport costs. Pressure is mounting to open up the interior of the region to commercial interests that would like to extract resources: copper, gold, coal, petroleum, natural gas, and, above all, timber. Investment in infrastructure, especially in road transport, is seen as the means to make dreams of development a reality. Building infrastructure in Papua and West Papua also is challenging because of physical (i.e. topographical and geological) conditions. Much of the region has either poorly drained peat soils or steep slopes with thin soils subject to landslides and erosion. Most of Papua and West Papua also receive heavy seasonal rainfall. The cost of building a good, well-planned road into the highlands is Indonesian Rupiah (IDR) 6 to 10 billion per kilometer, far more than has been budgeted in the past. Combined with the low population density (a region three times the size of Java has a population smaller than that of Lombok), this means that it takes bigger networks of roads and power to serve the population. Moreover, such infrastructure has been inadequately maintained. As a result, especially outside urban areas, there is too little to show for past investments in roads, water supply systems, or power generating capacity. The aim of this report is: (i) to lay out the challenges that faces infrastructure planners and implementers in the central, provincial, and Kabupaten and Kota governments in a clear manner; and (ii) provide those planners and implementers with recommendations, based on the best information available, on how to mitigate the effects of these challenges. -
Publication
Railways in Sub-Saharan Africa
(World Bank, 2009-06-01)The changed role of rail in Africa over the last thirty years has seen it move from a situation where many of the systems were carrying a high share of their country's traffic to one in which their market share has declined, their assets have steadily deteriorated, their quality of service has reduced, and they are in many instances only a minor contributor to solving the transport problems of the continent. The first railways south of the Sahara were built in South Africa in the 1860's and 1870's, with lines heading inland from the ports at Cape Town and Durban. The networks in what were then Cape Province, Natal and Transvaal continued to develop but it was not until the turn of the twentieth century that large-scale railway development began in other parts of the continent. In almost every case, the pattern was the same, with isolated lines heading inland from a port to reach a trading centre or a mine, and a few branch lines then being built over a period of time. As almost all the lines were constructed under colonial administrations, many of the lines were state-owned but several were also constructed as concessions or, in the case of some mineral developments, by the mining company as an integral part of its mining operation. Nevertheless, the rhetoric accompanying some of the transactions suggests that many politicians believe, or want to believe, that the concession award will be the prelude to very substantial investments by the concessionaires, particularly in infrastructure. To date, this has barely materialized, with most infrastructure improvements being done with international financial institution (IFI) or donor funds. The main issue for most sub-Saharan railways is whether concessioning is just a temporary solution or whether some alternative approach is needed to ensure a long-term future for railway systems providing acceptable levels of service. -
Publication
Infrastructure in Latin America : An Update, 1980-2006
(Washington, DC: World Bank, 2009-05-29)This paper documents the trends in infrastructure in major Latin American economies over the last quarter century. Drawing from an expanded and updated data set, the paper sheds light on the region's infrastructure performance along four major dimensions. First, the paper documents the trends in the quantity of Latin America's infrastructure assets, using a comparative cross-regional perspective. Second, the paper presents a battery of indicators of the quality of infrastructure services, taking the same comparative perspective. Third, the paper reviews Latin America's performance in terms of the universality of access to infrastructure services. Lastly, the paper offers a detailed account of the trends in infrastructure investment in Latin America's six major economies since 1980, disaggregated by both sector of origin (public and private) and destination (power, transport and telecommunications). -
Publication
Tracks from the Past, Transport for the Future : China's Railway Industry 1990-2008 and Its Future Plans and Possibilities
(World Bank, 2009-05-01)This report describes and explains how, in the period 1990-2008, China's railway sector has contributed and responded to the incredibly challenging transport demands generated by China's economic development, and highlights the plans and possibilities that lie ahead. In 1949, China had only 22,000 km of poorly maintained and war-damaged railway line, less than 1,000 km of which was double-tracked with none being electrified. Since then, the government has transformed the railway sector into a vital element of China's national transport system and a key contributor to China's extraordinary record of economic growth. Today, China Rail is the second biggest carrier of rail freight and the biggest carrier of passenger transport in the world. It has the largest combined rail traffic task of any national railway system in the world, carrying about a quarter of the world's railway traffic on about seven percent of the global route-km of public railway. This paper describes how the Ministry of Railways, and its constituent regional railway administrations and other entities, have created a modern rail system by adopting proven international practices and technologies, giving them distinct Chinese characteristics, and adapting them to Chinese circumstances. -
Publication
Southern Mongolia Infrastructure Strategy
(Washington, DC, 2009)This report is concerned with the development of the infrastructure which is required in order to support proposed mines in Southern Mongolia. In order for the mines to be developed, it will be necessary to provide towns for the new inhabitants, road and rail links to provide supplies and to transport the mines' products to markets, and electricity for the mines' operations. Water resources need to be investigated and supplied to the mines and towns. And as all of the development advances, consideration needs to be given to mitigating any negative environmental and social impacts. The geographic focus of the report varies according to the particular topic. The mines are all located in a region which this report defines as 'Southern Mongolia', and which includes the images of Omnogovi, Dornogovi, Govisumber and Dundgovi. The majority of the important new mines are located in Omnogovi, and the analysis of housing and social impacts is concentrated in areas close to these mines. In terms of time, the report concentrates on the most important priorities for government action up to 2015. Nevertheless, consideration is given to a longer time-horizon when considering the potential environmental and water resource demands likely to arise as a result of the region's development. The report is not concerned with the longer-term actions required for broader economic development of the region, including the development of value-added industries associated with the mining industry. To get to long-term objectives, it is necessary to start with the short term. This report assumes that the Government will permit development of the mines in the near future. -
Publication
Investigation and Analysis of Natural Hazard Impacts on Linear Infrastructure in Southern Kyrgyzstan : Desk and Field Studies Report
(Washington, DC, 2008-12)This report presents the findings of a study of geohazards along 850 km of roads in Southern Kyrgyzstan (KG) and their potential impact on road rehabilitation projects throughout the country. This report presents the findings of a short "fact finding" study on geological hazards (or geohazards) as they relate to ongoing and future planned road rehabilitation projects throughout KG and provides recommendations on activities that could be carried out in KG over the coming years in order to utilize the expertise and data available in country in order to facilitate and improve road design and monitoring/mitigation of geohazard impacts. Section two provides an introduction to the report and section three provides background information behind the study, the objectives and a brief description of the scope of work. Section four describes geohazards in general and details those specifically threatening road developments in KG. Section five describes current road design practices and codes and standards within KG while. Section six discussed briefly the potential economic consequences of geohazards on major roads in KG. Section seven discusses geohard design, mitigation and monitoring of geohazards and presents two examples of detailed geohazard assessment and design and construction techniques developed in other countries. Sections eight and nine present the conclusions and recommendations arising from the study. References are listed in section ten. -
Publication
An Expressway Development Strategy for Vietnam
(Washington, DC, 2008-12)Vietnam's rapid economic growth continues to create new demands for transport infrastructure and services. Bottlenecks to business activities caused by infrastructure constraints are already appearing in several areas. High rates of urbanization, rising traffic accidents, new capacity constraints, and a large increase in asset preservation requirements to meet the fast expansion of transport assets presents further challenges to the sector. To address these infrastructure bottlenecks, and to gradually remove the transport constraints on industry, Vietnam is embarking on an ambitious expressway development program. To date the transport sector has facilitated this growth principally through the rehabilitation and widening of existing arterial roads. The national road network has expanded to 17,000 km, the overall condition has improved with 66 percent of the network being in good and fair condition and 84 percent of the network is now paved. If traffic growth rates continue at their current rate these constraints could adversely impact future economic development. The successful development of an expressway system is a significant physical and financial commitment which will require a number of changes to laws, regulations, institutions and operations of the network. -
Publication
China : Road Traffic Safety, the Achievements, the Challenges, and the Way Ahead
(Washington, DC, 2008-08)Road traffic injuries are a major but neglected global public health problem. Worldwide, the number of people killed in road traffic accidents each year is estimated at almost 1.2 million, while the number injured could be as high as 50 million. Without increased efforts and new initiatives, the total number of road traffic injuries and fatalities worldwide is forecast to rise by 65 percent between 2000 and 2020, while in low and middle-income countries, road traffic fatalities are expected to increase by as much as 80 percent over the same period. In 2002, road traffic injuries were the ninth leading cause of years lost worldwide, equal to 2.6 percent of the global burden of disease. On current trends, by 2020, road traffic injuries are likely to be the third leading cause of years lost. Part one of this reports presents the achievements of the Chinese Government in the last five years and the challenges it faces. Part two reviews the World Bank's experience with road safety in China over the last 20 years and summarizes the legacy of its efforts and the lessons learned. Finally, part three discusses recommendations on the way ahead for World Bank's road safety initiatives in China.