Other Infrastructure Study

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  • Publication
    Climate Change Adaptation and Social Inclusion Screening and Quantification Tool for PT Indonesia Infrastructure Finance
    (Washington, DC: World Bank, 2024-07-24) World Bank
    Indonesia is highly vulnerable to the impacts of climate change, including projected sea-level rises, changing precipitation patterns, intense tropical cyclones, and storm surges. This is largely due to the concentration of urban poor in city peripheries, where infrastructure supply is limited and of low-quality. The government of Indonesia is strongly committed to combating climate change and, as such, has made a number of commitments to strengthen its climate change adaptation and mitigation priorities. As a step towards this, Indonesia ratified the Paris Agreement in 2016 and submitted its nationally determined contributions (NDCs). In this context it becomes imperative to catalyze infrastructure investments that foster E&S sustainability, with a focus on gender protection and equality, particularly in, vulnerable communities. To help further the government’s strategic priorities, PT Indonesia Infrastructure Finance (IIF), a leading non-bank private infrastructure financing institution, is committed to strengthening the application of international best practices in climate risk and social inclusion standard. The objective of this assignment was to (i) strengthen IIF’s capacity to develop a strategy and methodology to screen climate-smart projects and quantify the impacts and benefits of the application of climate risk, gender, and other social inclusion considerations such as Cultural Heritage, Biodiversity, Ecosystem Services, and Indigenous peoples from a project perspective and (ii) help support and advance Indonesia’s sustainability and climate commitments.
  • Publication
    Transport Development Priorities in Papua and West Papua
    (World Bank, 2009-10-01) World Bank
    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) World Bank
    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.