Other Infrastructure Study
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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
Technical Brief on Resilient Infrastructure Public-Private Partnerships: Policy, Contracting, and Finance
(World Bank, Washington, DC, 2019-10-17)While all infrastructure public-private partnerships (PPPs) inevitably deal with financing, construction, regulatory, demand, and operational risks, among others, projects in disaster-prone regions must additionally develop commercially and technically viable solutions for managing disaster and climate risk. This technical brief highlights key considerations and good practices for structuring resilient infrastructure PPPs through Policy and Legislation; Contracting and Disaster Risk Allocation; Procurement, Monitoring, and Payment; and Insurance. The brief was developed based on country case studies on Japan, India, and Kenya as well as a literature review. -
Publication
From A Rocky Road to Smooth Sailing: Building Transport Resilience to Natural Disasters
(World Bank, Washington, DC, 2019-06)Reliable transport infrastructure is one of the backbones of a prosperous economy, providingaccess to markets, jobs and social services. Sustainable Development Goal 9 (SDG9) calls forincreased access to sustainable transport infrastructure in low- and middle-income countries.Collectively, these countries will need to spend between 0.5 percent and 3.3 percent of their GDPannually (157 billion to 1 trillion US Dollars) in new transport infrastructure by 2030 – plus an additional 1 percent to 2 percent of GDP to maintain their network – depending on their ambition and their efficiency in service delivery (Rozenberg and Fay, 2019). Because of the wide spatial distribution of transport infrastructure, many transport assets are exposed and vulnerable to natural hazards, increasing costs for national transport agencies and operators. During the 2015 floods in Tbilisi, Georgia, the repair of transport assets contributed approximately 60 percent of the total damage cost (GFDRR, 2015). In the 1995 earthquake in Kobe, Japan, accessibility as measured by the length of open networks directly after the shock dropped by 86 percent for highways and by 71 percent for railways (Kazama and Noda, 2012b). Such transport disruptions necessarily have direct impacts on the local economy. Employees face difficulties commuting, access to firms is disrupted for clients, interruptions in the supply chain inhibit production, and finished products cannot be easily shipped (Kajitani and Tatano, 2014). The paper, prepared as background material for the Lifelines report on infrastructure resilience, summarizes the main findings on the risk faced by transport networks and users as a result of natural disasters and climate change, and the main recommendations for building more resilient transport networks. It starts by describing how transport disruptions affect firms and households either directly and through supply chains. It then proposes a range of approaches and solutions for building more resilient transport networks, showing that the additional cost of resilience is not high if resources are well spent. Finally, it provides a set of practical recommendations. -
Publication
Water Infrastructure Resilience: Examples of Dams, Wastewater Treatment Plants, and Water Supply and Sanitation Systems
(World Bank, Washington, DC, 2019-06)Water systems are a special kind of infrastructure systems because they perform a dual role: theyprovide water services while also reducing risks to other services from natural hazards such asfloods and droughts. This report aims to inform water system managers on the importance of andmeasures to build the resilience of water service provision to natural hazards and climate riskswhile ensuring that water systems can safeguard service provision by reducing their exposure tothe risks associated with natural hazards. When choosing resilience measures, water systemsmanagers should consider the following six principles while also incorporating the concept ofdecision making under deep uncertainty: 1) knowing the system through network analysis andcriticality assessment; 2) improving maintenance to reduce vulnerability and improve resilience;3) involving users for active demand management; 4) working with nature to manage and respondto risks; 5) developing and improving contingency management; and 6) applying innovation whereappropriate. In addition, since water systems reduce the risks associated with certain naturalhazards to other services like power, transport and water itself, such safeguard services shouldbe accounted for when making the case for resilience investments in water systems. -
Publication
Transportation and Supply Chain Resilience in the United Republic of Tanzania: Assessing the Supply-Chain Impacts of Disaster-Induced Transportation Disruptions
(World Bank, Washington, DC, 2019-06)The economy of the United Republic of Tanzania is growing fast but remains vulnerable to disasters, which are likely to worsen with climate change. Its transportation system, which mainly consist of roads, often get disrupted by floods. How could the resilience of the transportation infrastructures be improved? We formulate a new type of model, called DisruptSCT, which brings together the strength of two different approaches: network criticality analyses and input–output models. Using a variety of data, we spatially disaggregate production, consumption, and input–output relationships. Plugged into a dynamic agent-based model, these downscaled data allow us to simulate the disruption of transportation infrastructures, their direct impacts on firms, and how these impacts propagate along supply chains and lead to losses to households. These indirect losses generally affect people that are not directly hit by disasters. Their intensity nonlinearly increases with the duration of the initial disruption. Supply chains generate interdependencies that amplify disruptions for nonprimary products, such as processed food and manufacturing products. We identify bottlenecks in the network. But their criticality depends on the supply chain we are looking at. For instance, some infrastructures are critical to some agents, say international buyers, but of little use to others. Investment priorities vary with policy objectives, e.g., support health services, improve food security, promote trade competitiveness. Resilience-enhancing strategies can act on the supply side of transportation, by improving the quality of targeted infrastructure, developing alternative corridors, building capacity to accelerate post-disaster recovery. On the other hand, policies could also support coping mechanisms within supply chains, such as sourcing and inventory strategies. Our results help articulate these different policies and adapt them to specific contexts. -
Publication
No Broken Link: The Vulnerability of Telecommunication Infrastructure to Natural Hazards
(World Bank, Washington, DC, 2019-06)The global economy is increasingly digital. The internet and other information and communicationtechnologies (ICTs) are changing the way individuals, businesses and governments operate. Theirresilience to natural disasters, and their ability to recover in the aftermath, is thus critical to the resilience of the economy. This chapter discusses the impact of climate events on various types of digital infrastructure. It highlights key considerations for governments and digital infrastructure owners to make their infrastructure more resilient, while maintaining affordability of services. We find that digital infrastructure is vulnerable to various climate risks, but that technology choices and network design can improve redundancy and resilience of networks, by design. Certain infrastructures warrant greater ex ante investment in their resilience considering their criticality in the broadband value chain (submarine cables or landing stations) while others could follow repair and recovery options (mobile network antennas, poles, and towers). We conclude with recommendations for the public and private sectors, noting that governments and sectorregulators can improve network resilience, and increase coordination given the distributedownership and governance models in the industry. -
Publication
Stronger Power: Improving Power Sector Resilience to Natural Hazards
(World Bank, Washington, DC, 2019-06)The power sector is both highly vulnerable to natural hazards and a priority for any country'srecovery and reconstruction. After Hurricane Maria in Puerto Rico in 2017, most of the power gridwas down. One year and tens of billions of dollars later some customers were yet to be reconnected to the main grid. This type of long and widespread power outage has major consequences on people's health and well-being, for instance through lacking access to refrigeration for food and medicine, and on the ability of firms to produce and provide people with goods, services, jobs, and income. In most countries, the power system is designed to cope with high-frequency but relatively low impact events. Low-frequency, high-impact events – such as many natural disasters – are rarely considered fully, and the implementation of planned management measures is often patchy. Furthermore, the power system is a special kind of infrastructure due to the heterogeneity of the generation assets and its wide spatial distribution. The latter means that power systems are often exposed to natural hazards and sometimes to more than one hazard, leading to high repair costs when disasters strike. This paper, prepared as a sectoral note for the Lifelines report on infrastructure resilience, investigates the vulnerability of the power system to natural hazards and climate change, and provides recommendations to increase its resilience. It first describes how power outages are often the consequence of natural disasters and outlines the main vulnerabilities of the power sector. It then proposes a range of approaches and solutions for building a more resilient power sector – from increased robustness to greater flexibility – showing that the additional cost of resilience is not high if resources are well spent. Finally, it describes how emergency preparedness and disaster recovery encompass not only technical aspects, like asset strengthening or criticality analysis, but also "softer" skills, like governance, regulatory or capacity building, and education. -
Publication
Managing Risks for a Safer Built Environment in Malawi: Building Regulatory Capacity Assessment
(World Bank, Washington, DC, 2019-06)In a rapidly urbanising world, Malawi remains one of the least urbanised countries in Africa. Approximately 16.7 percent of Malawi's population live in urban areas. Nevertheless, the country is urbanising at a moderate rate of approximately 3.7–3.9 percent per year. If growth continues at this rate, by 2030, approximately 20 percent of the population will be city dwellers, reaching 30 percent in 2050. This urban growth has the potential to improve economic opportunities and living conditions across Malawi. This is particularly significant given that approximately 69 percent of the population are living under the international poverty line of 1.9 US Dollars/day in purchasing power parity terms. However, challenges are also associated with this shift and concentration of population. With urbanisation comes a substantial amount of new construction. In Malawi, much of this new construction has occurred in cities and towns with limited capacity to ensure the structures in which people live, work and gather are safely sited and built to withstand chronic stresses (i.e. fire and spontaneous collapse) and disaster shocks (i.e. earthquakes and floods). In Lilongwe, for example, estimates indicate that 76 percent of residents live in informal settlements. These settlements are generally characterised by a lack of access to publicservices, tenure insecurity and inadequate housing. Malawi is impacted by a wide range of hazards, particularly droughts, floods, landslides, wildfires and earthquakes. Malawi is also vulnerable to recurrent and chronic risks. Large building fires in recent years include the LL and Mchinji Markets and the Mulanje Bus Depot in 2016 and the Area 13 and Zomba Market in 2018. In many ways, Malawi is at a crossroads: the regulatory decisions made now will significantly impact the longterm safety, productivity and resilience of the built environment in rural and urban areas. With its low base and moderate rate of urbanisation, Malawi is wellpositioned to formulate plans to maximise the benefits and to manage the challenges of urban agglomeration. -
Publication
Improving Climate Resilience of Federal Road Network in Brazil
(World Bank, Washington, DC, 2019-05)Although Brazil is the fifth largest country in the world, it has a relatively low number of natural hazards. However, its exposure to natural hazards has increased relative to other countries because of insufficient preventive actions in the past, resulting in more damage from natural hazards to both infrastructure and human lives than countries of comparable size would incur. Brazil faces an increasing risk of natural disasters, in particular floods and landslides. The objective of the study is to strengthen capacity of geohazard disaster resilience of federal highway infrastructure in Brazil through reviewing disaster risk management (DRM) capacity for federal road infrastructure and case studies of applying innovative methodologies for assessing disaster risk and evaluating economic benefits of resilience countermeasures. Although floods and landslides are the most recurrent natural disasters in Brazil, this report focuses on the latter, leaving floods for future studies. This report carefully describes how three innovative methodologies that, if properly applied, could improve the effectiveness of landslide risk management, thus reducing economic and human impacts. The report begins with diagnostics of the institutional capacities of geohazard risk management at the federal government level in Brazil. Chapters 1 and 2 include the backgrounds of natural disasters, road systems, and geohazards on roads in Brazil and a review of the road geohazard risk management with overviews of the following areas: institutional capacity and coordination, system planning, engineering designs, operation and maintenance, nonstructural measures, and contingency programming. Then, Chapters 3 and 4 describe the case study of application of the three innovative DRM assessment methodologies. Finally, Chapter 5 shows the suggestions and recommendations for the next steps.
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