Other Infrastructure Study
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Publication
Carbon Revenues From International Shipping: Enabling an Effective and Equitable Energy Transition - Summary for Policymakers
(Washington, DC: World Bank, 2022-04-01)The International Maritime Organization (IMO) is currently considering developing market-based measures to meet the objectives of its Initial Strategy on the Reduction of Greenhouse Gas (GHG) Emissions from Ships (Initial IMO GHG Strategy). While market-based measures are to reduce GHG emissions from international shipping as a matter of priority, some types of market-based measures, e.g. carbon levies or a cap-and-trade scheme without free distribution of emissions allowances, can raise significant revenues—thereby enabling an additional set of actions. Strategically using these revenues also appears more favorable than applying exemptions to address important equity considerations. Hence, the study investigates the unique potential of revenue-raising market-based measures to enable an effective and equitable energy transition and explores three questions: What could carbon revenues from international shipping be used for, who could be the recipients of such revenues, and how can adequate management of carbon revenues from international shipping be imagined? The study considers seven main revenue use options, of which some revenue uses appear more aligned with guiding principles of the Initial IMO GHG Strategy and other key desirable features (e.g., ability to deliver greater climate and development outcomes) than others. The analysis also suggests that splitting carbon revenues between the shipping sector and the use outside the sector could be a viable way forward. As primary recipients of carbon revenues, governments appear to be most suitable given the often blurred links between companies and countries in international shipping. However, to maximize climate and development outcomes, a share of carbon revenues may also be channeled to the private sector, including the shipping industry. The report stresses that expertise and experience from existing climate finance funds and international development organizations offering trustee services could be leveraged to inform and operationalize the management of carbon revenues from international shipping and to minimize transaction costs. -
Publication
Steering Towards Cleaner Air: Measures to Mitigate Transport Air Pollution in Addis Ababa
(World Bank, Washington, DC, 2021-09)Air pollution, exacerbated by urbanization and motorization, is a growing concern in Addis Ababa and many other SSA cities. In Addis Ababa, air pollution from the urban transport sector is attributable to rapid motorization, an aging vehicle fleet, high sulfur fuels, lack of emission standards, and inadequate vehicle inspection and enforcement, calling for a shift towards integrated transport and air quality management. The report is one of the deliverables of the World Bank’s Advisory Services & Analytics program entitled “Ethiopia: Air Quality Management and Urban Mobility.” It aims to assess mitigation options for transport emissions for Addis Ababa (AA) in the Ethiopian context and recommend priority measures for short- and mid-term actions. The formulation of potential mitigation options builds upon a review of relevant development strategies and ongoing initiatives of the Federal and AA governments and development partners, the Ethiopian and international experiences, the results of Addis Ababa’s source apportionment study including vehicle emission inventory conducted for this ASA, and consultations with relevant stakeholders. A set of transport air pollution mitigation measures are assessed, prioritized and recommended for Addis Ababa. -
Publication
Road Safety Management Capacity Assessment for Vanuatu
(World Bank, Washington, DC, 2021-06-01)This Road Safety Management Capacity Assessment (RSMCA) seeks to gain a broad understanding of the Government of Vanuatu's road safety management capacity to support its plans to improve road safety outcomes throughout the country. The RSMCA follows the seven critical road safety institutional management functions (Bliss and Breen 2013) to identify key challenges and provide recommendations for improvement in road safety management, and similarly addresses the Safe System pillars for the interventions level. The seven institutional management functions include: results focus, coordination, legislation, finance and resource allocation, promotion and advocacy, monitoring and evaluation, and research and development of knowledge transfer. The Safe System pillars include road safety management, safe roads and mobility, safe vehicles, safe road users, post-crash care, and safe speeds. The RSMCA’s alignment with both the road safety institutional management functions and the Safe System Approach in turn aims to help the Government of Vanuatu to prioritize targeted next steps to address road crash death and serious injury in the country. -
Publication
Morocco Infrastructure Review
(World Bank, Washington, DC, 2020-05)Over the last twenty years, Morocco has invested massively in infrastructure. At the macroeconomic level, total investment of between 25 percent and 38 percent of gross domestic product (GDP) occurred between 2001 and 2017, one of the highest rates of investment globally. Much of this investment has gone into infrastructure, and more than half of it was undertaken by the public sector (treasury, public enterprises and local authorities). Morocco is also among countries receiving the most official development assistance relative to GDP, half of which is invested in infrastructure. The investments have created more reliable supply chains, improved access to markets and basic services, and increased productivity. Following this executive summary, chapter one reviews the quantity and quality of infrastructure services in Morocco and the notable achievements that the country has made in this regard; chapter two discusses Morocco’s infrastructure challenges; chapter three describes Morocco’s infrastructure investment needs and macroeconomic constraints; and, chapter four discusses proposed cross-cutting reforms. Appendix A provides key indicators for each infrastructure sector, Appendix B provides sector specific recommendations and lists selected projects in the infrastructure pipeline, and Appendix C explains the methodology used to derive the infrastructure investment estimates. -
Publication
Enhancing Burkina Faso Regional Connectivity: An Economic Corridor Approach
(World Bank, Washington, DC, 2019-12)Regional integration and international connectivity via economic corridors play an essential role in reducing the isolation of West Africa’s landlocked countries such as Burkina Faso. Burkina Faso’s main international corridors are the Ouagadougou-Lomé road corridor connecting it to Togo, the Ouagadougou-Tema (Ghana) road corridor, and the Ouagadougou-Niamey (Niger) road corridor, as well as the Ouagadougou-Abidjan (Cote d’Ivoire) road and rail corridors. Each of the corridors plays a unique role in regional integration, national trade, and sub-national rural and urban development, by providing connectivity to consumption centers, economic production zones, and/or economically lagging areas. The national perspective suggests that the Ouagadougou-Lomé corridor is very important for Burkina Faso’s imports, serving as the artery for about 40 percent of all cargo entering the country, while the Ouagadougou-Abidjan road and rail corridors play an equally crucial role in allowing Burkina Faso’s exports to reach global markets. The region’s trunk road infrastructure is in fair-to-good condition on most sections, although large gaps remain on corridors such as the eastern link between Lomé and Niamey. This study develops several scenarios of corridor interventions that address the inefficiencies to quantify the expected impacts in terms of real income growth and domestic market accessibility. -
Publication
Tunisia Infrastructure Diagnostic
(World Bank, Washington, DC, 2019-12)Tunisia’s has made significant investments in infrastructure, which has contributed to economic growth. The investments have enabled reasonably good access to basic infrastructure services. While access rates are high, the relative quality of Tunisia’s infrastructure has deteriorated significantly over the last ten years. State-owned enterprises (SOEs), which dominate the infrastructure sector, receive considerable subsidies and incur notable financial losses. Overall, there is a heavy reliance on external borrowing to fund infrastructure investment, which creates contingent liabilities, and enhances foreign exchange and macro-economic risk. Chapter one provides an overview of Tunisia’s infrastructure performance; chapter two discusses each sub-sector in more detail in terms of achievements and challenges; chapter three looks at historical trends in spending followed by a scenario analysis of investment needs with anecdotal examples, and discusses the present macro-economic and fiscal constraints; and chapter four presents possible action items for further discussion with the Tunisian government. -
Publication
Egypt: Enabling Private Investment and Commercial Financing in Infrastructure
(World Bank, Washington, DC, 2018-12-01)In 2016 the Government of Egypt (GoE) has embarked on an ambitious and much needed transition towards a better economic policy. While the macroeconomic stability and market confidence have been largely restored, the overall fiscal situation remains challenging. With limited fiscal space, solely relying on public resources to fund infrastructure investments, will no longer be a viable strategy to meet the country's needs. Building on the success of attracting private investment in renewables and natural gas sector, there is significant potential for replicating the success across other infrastructure sectors. Egypt has recognized that in order to raise competitiveness, increase investments in human capital, and sustain the benefits of the homegrown reform; it will need to continuously shift its development model towards creating an enabling environment for the private sector to invest more, export more and generate more jobs. Starting with Energy, Transport, Water and Sanitation and Agriculture, this report highlights the tremendous potential and opportunities available in each of these sectors. Additionally, it also presents a roadmap for sectoral transformation, whilst highlighting the cross-cutting enabling and functional activities required to facilitate this transition. -
Publication
Back to Planning: How to Close Brazil's Infrastructure Gap in Times of Austerity
(World Bank, Washington, DC, 2017-07-12)Why does Brazil continue to lag its peers in the quality of physical infrastructure? What are the implications for growth prospects? What could be done to close the infrastructure gap? These are the key questions addressed in this new report on infrastructure in Brazil. The key argument of the report is that Brazil needs to improve its capacity to plan and prioritize its infrastructure investments. Poorly prioritized and prepared infrastructure investments are a key reason why successive government programs, often with significant budget allocations, have had limited impact. Insufficient planning efforts have meant that what investment takes place has done little to reduce glaring inefficiencies and losses. With more efforts upstream to prepare a robust pipeline of projects, Brazil is in an excellent position to attract commercial financing to its infrastructure. With more attention to sector planning and governance, losses could be reduced and the effective resources available to infrastructure could be roughly doubled. This in turn would help boost growth and improve the quality of public services without the need for much additional public money. The report analyzes recent government measures such as the creation of the PPI and develops recommendations how infrastructure can become an engine of economic recovery in Brazil. -
Publication
Georgia Economic Impact of East-West Highway Phase 2: Assessing the Impact of East-West Highway Investments on Exports through Gravity Modeling
(World Bank, Washington, DC, 2016-06-27)The objective of this study is to assess the impact of the East-West Highway improvement program on Georgia’s ability to access international markets. As highlighted extensively in the literature, improving transport infrastructure and the efficiency of the logistics sector can help countries gain competitiveness in international export markets, which can translate into faster economic growth and higher income. This study hypothesizes that investments in the EWH have reduced the cost of shipping Georgian goods to the rest of the world, and such reductions should be more significant for goods transported by road. To estimate the effect of cost reductions generated by improvements in the EWH, a gravity-type model in first-differences has been estimated. The results show that: (i) a 10 percent increase in the length of upgraded road network predicts a 1.1 percent increase in exports transported by road while no significant effect is estimated for exports on other transport modes (rail, sea, and air); (ii) the resulting increase in exports by road was reflected by a decrease in exports transported by sea; (iii) the effect is statistically and economically significant only for customs offices located along the EWH; (iv) only exports of time-sensitive products responded positively and significantly to improvements in the EWH during the 2006-2015 period; (v) upgrading the entire EWH is estimated to generate additional export revenues between USD 776 million and USD 1,466 million. It is important to note that the overall trade generating effect of the investment is expected to be somewhat lower as the results suggest some substitution between road and sea transport, but the overall impact is a significant boost to exports. -
Publication
Prioritizing Infrastructure Investments in Panama: Pilot Application of the World Bank Infrastructure Prioritization Framework
(World Bank, Washington, DC, 2016-04)Infrastructure services are significant determinants of economic development, social welfare, trade, and public health. As such, they typically feature strongly in national development plans. While governments may receive many infrastructure project proposals, however, resources are often insufficient to finance the full set of proposals in the short term. Leading up to 2020, an estimated US$836 billion - 1 trillion will be required each year to meet growth targets worldwide (Ruiz-Nunez and Wei, 2014; World Bank). Global estimates of infrastructure investments required to support economic growth and human development lie in the range of US$65-70 trillion by 2030 (OECD, 2006), while the estimated pool of available funds is limited to approximately US$45 trillion (B20, 2014). The past twenty years have also seen a shift towards decentralized infrastructure planning. Many subnational governments, regional entities, and sector agencies have been delegated responsibility for infrastructure planning promote local responsiveness, but responsibility for allocating funds often remains with a centralized finance agency (CFA). While constituencies may propose numerous projects, governments often have insufficient financial resources to implement the full suite of proposals. This report presents the IPF methodology and results of the pilot application to a select set of transport and water and sanitation projects in Panama. The report first gives background information on infrastructure prioritization in Panama, then follows with a description of the IPF in technical and implementation terms. Next, we present the results of the pilot and close with recommendations for implementing IPF to a wider set of projects.