Other Infrastructure Study

341 items available

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Fit for Purpose: Dam Rehabilitation Prioritization Tool in Zimbabwe

(Washington, DC, 2022) World Bank

As a nation with highly variable and limited availability of water resources, Zimbabwe relies on a vast and aging water infrastructure stock that requires prompt rehabilitation to better support the water, food, and energy sectors. The country has limited water resources, with much of its area classified as semi-arid with highly variable rainfall. Zimbabwe relies on dams to store water to ensure irrigation for food security, water supply, and hydropower production. It has the second highest water storage capacity per capita in Southern Africa. There are about 10,000 dams, from large to small, and more publicly owned dams than private dams.
Malawi: Mobilizing Long-Term Finance for Infrastructure

(World Bank, Washington, DC, 2021-02) World Bank

Malawi has a large infrastructure gap, which is beyond what the government can afford. Over the period of two decades (1998-2017), the total public investment in Malawi averaged 4.18 percent of GDP per year while in the energy and water and sanitation sectors alone, a similar level of investment, about 4 percent of GDP annually, will be required to meet the growing infrastructure demand. At the same time, the fiscal space has been decreasing as evidenced by the growing public debt, total public debt increased from 28 percent of GDP in 2007 to 63 percent of GDP in 2019. In this context, Malawi needs to make well though-out choices in prioritizing its investment program, improve the efficiency of infrastructure planning and implementation, and crowd-in financing from both foreign and domestic private investors. The report argues that the preconditions for enabling the needed transformation exist. Improvements in the macro-economic environment in the past five years makes private investment more possible, although in the short-term, the COVID-19 pandemic will have a negative impact as risk aversion increases. The regulatory framework for public-private partnerships (PPPs) is in place and further evolving, and a large PPP in the energy sector (about $1 billion) is currently under development. Domestic long-term investors (pension funds and life insurance companies) have been rapidly accumulating long-term funds in the past few years (especially after regulatory reforms to introduce a mandatory pension system) and are looking for long-term investment opportunities. The report proposes that the Government of Malawi (GoM) undertakes reforms to improve the fiscal space and in turn increase infrastructure investments through its own resources and encourage the role of the private sector in the financing of infrastructure. More specifically, the GoM can (a) improve the efficiency of the public investment management framework and integrate it with the PPP framework, (b) improve the efficiency of infrastructure delivering state-owned enterprises, (c) advance the PPP program by allocating resources to develop the needed capacity, and (d) deepen the domestic long-term finance market by availing long-term liquidity facilities to catalyze bank lending to infrastructure, issuing regulations to expand the range of long-term finance instruments and vehicles, and introducing a program of transaction testing, piloting, and market sounding to systematically link supply and demand side of the infrastructure finance, among others.
Burundi Digital Economy Assessment

(World Bank, Washington, DC, 2020-12-21) World Bank Group

Coronavirus 2019 (COVID-19) has highlighted the need for accelerating digital adoption in Burundi. Burundi’s current sectoral strategies acknowledge the importance of investing in digital technology. However, these lack an overarching approach with an actionable roadmap and clear resources behind it. Burundi’s mobile network coverage and mobile broadband uptake continues to be characterized by a stark urban-rural divide. Digital platforms are paramount in connecting people, businesses, and the government - enabling both transactions and the exchange of information, goods, and services in more efficient and convenient ways. At present Burundi’s digital entrepreneurship sector remains embryonic, hampered by barriers such as limited ecosystem support and weak access to financing. Whether through the provision of public services closer to its citizens with digital platforms, or through increased financial inclusion enabled by digital financial services and dynamic digital ecosystems, Burundi stands to gain from a continued investment in the foundations of its digital economy. Chapter one gives introduction. Chapter two reviews cross-cutting factors that affect the strategic, institutional, and regulatory environment for the digital agenda in Burundi. The report proceeds to explore the five foundational pillars of the digital economy, in more depth. Chapter three looks at the access, quality, and usage of digital infrastructure, as well as the dynamics of the connectivity market, including what it will take to get more Burundians online. Chapter four discusses the current state of digital skills attainment and coverage. Chapter five analyzes the current application and scope for expanding the use of digital platforms - both in the public and private sector. Chapter six examines the state and uptake of digital financial services (DFS) among individuals, businesses and by government. Finally, chapter seven assesses the state of digital entrepreneurship and the culture of innovation in Burundi.
Togo Digital Economy Diagnostic Report

(World Bank, Washington, DC, 2020-11-26) World Bank Group

Rapid digital transformation has been re-shaping the global economy, changing fundamental patterns of socioeconomic activities and accelerating further in the wake of the global Coronavirus (COVID-19) pandemic. In this context, relying on the Digital Economy for Africa (DE4A) methodology, the report conducts a timely diagnostic of the state of digital economy in Togo. Togo is bordered by Ghana, Benin, and Burkina Faso, and has a coastline that runs along the Gulf of Guinea. The government of Togo (GoT) is cognizant of the importance of the transformation towards a digital economy. As the government of Togo launches into the development of a new strategy for digital transformation “Togo Digital 2025” the current diagnostic would provide useful information to use as a basis for such strategic document. This report aims to highlight opportunities to further develop Togo’s digital economy with a special focus on policies that can bridge the digital divide and help Togo achieve the DE4A targets. This report aims to provide practical and actionable recommendations that inform decision makers on priority areas for development.
Enhancing Burkina Faso Regional Connectivity: An Economic Corridor Approach

(World Bank, Washington, DC, 2019-12) World Bank

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.
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) Colon, Celian ; Hallegatte, Stephane ; Rozenberg, Julie

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.
Managing Risks for a Safer Built Environment in Malawi: Building Regulatory Capacity Assessment

(World Bank, Washington, DC, 2019-06) World Bank Group

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.
Ghana Digital Economy Diagnostic

(World Bank, Washington, DC, 2019) World Bank Group

Universal adoption and effective application of digital technologies are expected to characterize economies of the future, shaping their ability to succeed in the global marketplace and offer a better quality of life for their citizens. Disruptive technologies are already altering traditional business models and pathways to development, yielding significant gains, increased convenience, as well as supporting better access to services for consumers. In 2016, the digital economy was worth an estimated 11.5 trillion dollars worldwide, equivalent to 15.5 percent of global GDP. It is forecast to reach 25 percent in less than a decade, far outpacing the growth of the ‘traditional’ economy (Huawei and Oxford Economics 2016). Mobile money is driving financial inclusion, particularly in Sub-Saharan Africa, with the number of accounts doubling to 21 percent between 2014-17. African e-commerce is also rapidly growing, at an estimated annual rate of 40 percent. Over the past five years, there has been a tenfold increase across the region in the supply of new intermediaries such as incubators, accelerators, and technology hubs, amongst others, numbering more than 400 across Africa today. The digital economy in Africa is expected to grow to over 300 billion dollars by 2025 (McKinsey 2013). Ghana has made substantial progress on financial inclusion, due in large part to growth in DFS. According to the World Bank’s Global Findex, the share of Ghanaian adults (over 15 years of age) with a formal financial account increased by 42 percent between 2014 and 2015. As a result, nearly 6 in 10 adults had formal access in 2017. With mobile account ownership increasing by nearly 200 percent between 2014 and 2017, mobile money has become the preferred payment alternative to cash when measured in terms of transaction volumes. In May 2018, the Bank of Ghana mandated that all mobile money providers connect to GHLink, with full interoperability between mobile money providers and banks introduced in December 2018.
Linking Up: Public-Private Partnerships in Power Transmission in Africa

(World Bank, Washington, DC, 2017-06-06) World Bank Group

The 'Linking up: Public-Private Partnerships in Power Transmission in Africa' report examines private sector-led investments in transmission globally and how this approach is applicable in sub-Saharan Africa. The private sector has invested over US$25 billion in the generation sector in Africa, and across other regions, has also participated successfully in transmission networks in many countries in Latin America and Asia. In these regions, private sector participation has reduced project costs and expanded coverage. The report draws lessons from case studies and highlights what regulations and other factors are needed to attract private sector interest in transmission projects.
Air Transport : Challenges to Growth

(World Bank, 2009-06-01) World Bank

The air transport market in Sub-Saharan Africa presents a strong dichotomy. In Southern and East Africa the market is growing: three strong hubs and three major African carriers dominate international and domestic markets, which are becoming increasingly concentrated. In contrast, in Central and West Africa the sector is stagnating, with the vacuum created by the collapse of Cote d'Ivoire and the demise of several regional airlines, including Air Afrique, still unfilled. Throughout, there are many unviable small state-owned operations that depend on subsidies and have a monopoly over the domestic market. There are also some promising signs: growth in air traffic has been buoyant, the number of routes and the size of aircraft are being adapted to the market, and a number of large carriers are viable and expanding. But in spite of this, overall connectivity has been declining. As oil prices rise, the role of air transportation will be looked at even more critically. Africa is a poor continent, and some countries face the potential of further isolation as the cost of flying increases. At a time when Africa's infrastructure requirements are being widely debated, a more complete inventory of air transport capabilities is sought. This report will focus on industry organization within Africa; overall accessibility; and the quality of oversight and infrastructure installations countrywide and at selected airports with various capacities. Beyond data collected from questionnaires sent directly to the civil aviation authorities (CAAs) in each country, this report relies on data collected through a variety of other sources, especially from the providers of flight schedules to global reservation systems, for an independent analysis of trends.