Other Infrastructure Study
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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
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. -
Publication
Zimbabwe Infrastructure Dialogue in Roads, Railways, Water, Energy, and Telecommunication Sub-Sectors
(Washington, DC, 2008-06)In the 1990s, Zimbabwe's economic growth began to slow following a balance of payments crisis and repeated droughts. By the late 1990s Zimbabwe's economy was in serious trouble driven by economic mismanagement, political violence, and the wider impact of the land reform program on food production. During 2007 Gross Domestic Product (GDP) contract by more than 6 percent, making the cumulative output decline over 35 percent since 1999. The unrelenting economic deterioration is doing long-term damage to the foundations of the Zimbabwean economy, private sector investment is virtually zero, infrastructure has deteriorated, and skilled professionals have left the country. With inflation accelerating, the Government introduced, in 2007, blanket price controls and ordered businesses to cut prices by half. Despite the strict price controls inflation continues to rise as the root cause of high inflation, monetization of the large public sector financing needs remains unaddressed. A large part of the high public sector deficit is due to quasi-fiscal spending by the central bank on mainly concessional credits and subsidized foreign exchange for priority sectors, unrealized exchange rate losses, and losses incurred by the central bank's open market operations to mop up liquidities. -
Publication
Lessons Learned from Mainstreaming HIV/AIDS in Transport Sector Projects in Sub-Saharan Africa
(Washington, DC, 2008-06)The Human Immunodeficiency Virus (HIV)/Acquired Immune Deficiency Syndrome (AIDS) pandemic burdens Sub-Saharan Africa (SSA) and continues to constrain its social and economic advancement. Joint United Nations Program on HIV/AIDS (UNAIDS) has estimated that in southern Africa alone, 930,000 adults and children died of AIDS in 2005. This represents about one-third of AIDS deaths recorded globally that year. In addition, about 12 million children below the age of 17 in SSA are estimated to have lost one or both parents to AIDS. Africa Technical Transport Sector Unit (AFTTR) has made progress in mainstreaming HIV/AIDS in its portfolio. However, there is still more work ahead in ensuring that all projects are mainstreamed as needed. In this context, the transport sector board needs to continue supporting such future mainstreaming efforts by establishing a sector board strategy for HIV/AIDS activities on Bank-financed transport projects. The diverse nature of transportation activities implies that mainstreaming is both challenging and urgent. In 2000, the Africa transport team gave high priority to its contribution to the campaign against the HIV/AIDS pandemic and pledged to mainstream HIV/AIDS actions in the Bank's lending operations and at country level in the transport sector. The transport sector contributed significantly through integrating simple activities into its operations (such as HIV/AIDS contract clauses into bidding documents for road construction site workers). Similarly, the Bank financed a first-round workshop to prepare HIV/AIDS prevention policy in the workplace for Ministry employees. Its main objective is to develop and implement highly focused prevention interventions to reduce HIV/AIDS prevalence and slow down the spread of the disease in the transport sector. This document is subdivided in four sections. The first section gives background information on the transport sector and HIV/AIDS. The second section describes the Bank's transport sector activities, with particular focus on the Africa region and its achievements regarding HIV/AIDS. The third section presents the process and the results of the assessment of the Africa transport sector portfolio for HIV/AIDS mainstreaming. The fourth section enumerates the lessons learned as well as the recommendations made to the World Bank's Transport Sector Board and to stakeholders in the client countries. -
Publication
Improving the Management of Secondary and Tertiary Roads in the South East Europe Countries
(Washington, DC, 2008-02)The importance of the tertiary road sector in contributing to economic development and poverty alleviation efforts cannot be understated. In Albania, forty-nine percent of rural producers have stated that a lack of adequate transportation, primarily good roads, was their biggest marketing problem. In Bosnia and Herzegovina, there is discontent about the quality of the regional and tertiary roads, with complaints about the low quality of roads foremost amongst all public services. In Former Yugoslav Republic (FYR) Macedonia, a recent survey has revealed tertiary roads to rank among the top three capital investment priorities in two-thirds of surveyed municipalities twelve percent listing as first priority, twenty-three percent as second priority and thirty-one percent as the third priority. Other studies have supported these findings but also report positive differences in school enrolment, and frequency in use of health services, between areas with and without all-weather roads. The best model of financing for tertiary (rural) roads is highly dependent on a particular country. The key to setting a policy framework for managing road networks is the realization that with constrained funding and specified target standards, there will be a finite limit to the size of the road network that can be maintained. By setting target standards and budget limits, road authorities effectively define the extent of road networks that can be maintained on a sustainable basis. Efforts should be made to increase options for local governments' own revenue sourcing and increase support from the central government in financing of maintenance operations. -
Publication
Improving the Management of Secondary and Tertiary Roads in the South East Europe Countries
(World Bank, Washington, DC, 2008-02)The importance of the tertiary road sector in contributing to economic development and poverty alleviation efforts cannot be understated. In Albania, forty-nine percent of rural producers have stated that a lack of adequate transportation, primarily good roads, was their biggest marketing problem. In Bosnia and Herzegovina, there is discontent about the quality of the regional and tertiary roads, with complaints about the low quality of roads foremost amongst all public services. In Former Yugoslav Republic (FYR) Macedonia, a recent survey has revealed tertiary roads to rank among the top three capital investment priorities in two-thirds of surveyed municipalities twelve percent listing as first priority, twenty-three percent as second priority and thirty-one percent as the third priority. Other studies have supported these findings but also report positive differences in school enrolment, and frequency in use of health services, between areas with and without all-weather roads. The best model of financing for tertiary (rural) roads is highly dependent on a particular country. The key to setting a policy framework for managing road networks is the realization that with constrained funding and specified target standards, there will be a finite limit to the size of the road network that can be maintained. By setting target standards and budget limits, road authorities effectively define the extent of road networks that can be maintained on a sustainable basis. Efforts should be made to increase options for local governments' own revenue sourcing and increase support from the central government in financing of maintenance operations.