Other Infrastructure Study
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Publication
Transport Asset Management Plan Guideline for Climate Resilience and Road Safety (Phase I) for the Municipality of Ulaanbaatar
(Washington, DC: World Bank, 2022-02-01)This is the first iteration of a Transport Asset Management Planning (TAMP) Guideline for Ulaanbaatar. This TAMP Guideline I guides the Municipality of Ulaanbaatar (MUB) to move away from its conventional reactive decision-making approach and adopt a systematic, evidence- and risk-based approach in maintaining its road assets. The reactive way of doing business, which postpones repair activities until major deterioration occurs, is no longer sustainable. It is too expensive, and it erodes the value of important and costly road assets. As the costs of operating and repairing roads continue to increase, it has become more difficult for the MUB to meet the demands of an aging and expanding infrastructure while dealing with public expectations to provide the same level of service. This TAMP Guideline can therefore serve as a medium- and long-term tactical guide for MUB to plan for repair and maintenance of its transport assets to provide good quality road network to UB’s citizens while optimizing the use of its scarce financial resources for maintenance and repairs. The TAMP incorporates two key risks that strain the performance and safety of UB’s road network: climate risks (particularly urban flooding) and road safety risks. -
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
Information and Communication Technology for Disaster Risk Management in Japan: How Digital Solutions are Leveraged to Increase Resilience through Improving Early Warnings and Disaster Information Sharing
(World Bank, Washington, DC, 2019-11-14)Breakthroughs in information and communication technology (ICT) increasingly offer new tools to support disaster risk management (DRM). Due to the rapid advancement of computing and communication devices, ICT’s capacity to improve the DRM framework became a critical factor to strengthen resilience. As a nation with high levels of disaster risk and technological development, Japan has developed several forward-looking ICT for DRM. This report highlights the application of ICT for DRM in two specific areas: Early Warning System (EWS) and Disaster Information Management System (DIMS). The analysis of eight Japanese case studies of ICT solutions for DRM across various sectors, hazards, and levels of governance gives insight into their development, selection process and enabling environments, and provides case-specific lessons and recommendations. This report is intended as a reference tool for global DRM practitioners seeking to develop an enabling environment for applying ICT solutions toward resilience. The lessons learned from the Japanese case studies are intended to support practitioners and decision-makers in other countries to envision and explore ways to better leverage ICT to strengthen resilience. While valuable information can be extracted from the analysis, each case is contextualized within its particular social, political and environmental framework: our recommendations should be adapted to local needs and capacities. -
Publication
Philippine Transport Infrastructure Development Roadmap Framework Plan: Executive Summary
(World Bank, Washington, DC, 2014-10)Various transport-related agencies and local governments develop their respective transport plans or strategies to address bottlenecks and improve outcomes in the transport sector. However, to be able to bring a more focused or targeted intervention that is more inclusive, these various strategies need to focus on establishing interconnectivity between key urban growth centers and between lagging and fast-growing regions, and creating supporting institutions that promote greater integration. Upon the request of the National Economic and Development Authority, a framework plan was developed to provide policy-makers with a strategic framework to help identify the transport needs of the Philippines and guide in implementing an integrated, more coordinated approach to establishing stronger transport infrastructure linkages to support the country’s inclusive growth agenda. The framework plan was developed under the guidance of a vision and goals developed by stakeholders across the Philippines. This comprehensive vision can be summarized as ‘Bringing us all closer together for prosperity.’ The geographic focus of the Framework Plan includes all of the Philippines outside of Metro Manila. This Framework Plan does not replicate the work being done by the Japan International Cooperation Agency (JICA) for Metro Manila (the JICA study covers Metro Manila with an approximate radius of 100 kilometers and is being conducted to evaluate specific transport infrastructure projects for the Metro Manila area). Future improvements and needs of transportation infrastructure to meet the demand for long-distance transport to and from Metro Manila and to other urban/economic centers in the Philippines are considered; nevertheless, national-level strategies recommended in this study affect all areas of the Philippines. -
Publication
Safe and Resilient Infrastructure in the Philippines: Applications of International Experience
(Washington, DC, 2014-08)The report presents the results of a detailed vulnerability assessment and summarizes the prioritization methodology developed to guide investment decisions on the strengthening of critical assets in Metropolitan Manila. With support from the World Bank, the engagement on Safe and Resilient Infrastructure has carried out a preliminary structural assessment of over seven hundred public school campuses and twenty hospitals retained by the Department of Health in Metro Manila. The report also highlights the lessons learned from seismic retrofitting programs implemented throughout the world, as showcased during the Forum on Safe and Resilient Infrastructure that took place in Manila, Philippines, in October 2013. This report is divided into three sections. First, it establishes the technical principles of earthquake risk management. Second, it details the experience of the Philippines to date in developing an integrated earthquake risk management program, focusing on the methodology and results of a vulnerability assessment and prioritization conducted under the Safe and Resilient Infrastructure Program. Last, it reviews international experience with earthquake risk management programs of various scales and scopes, through the cases of California, Romania, Turkey, and Indonesia. The key messages of the report are as follows: An integrated approach to earthquake risk management can strengthen key buildings and infrastructure and reduce the damaging effects of future disasters in the Philippines. Earthquake risk management and strengthening programs initiated by both the public and private sectors in many countries often consist of three phases: risk audit, risk assessment, and implementation. Several key technical components must be considered in the design of a phased earthquake risk management program, including a prioritization methodology. -
Publication
Advancing Disaster Risk Financing and Insurance in ASEAN Member States : Framework and Options for Implementation, Volume 2. Technical Appendices
(Washington, DC, 2012-04)This report is part of a project being jointly conducted by the World Bank, the Global Facility for Disaster Reduction and Recovery (GFDRR), the Association of Southeast Asian Nations (ASEAN) Secretariat, and United Nations International Strategy for Disaster Reduction (UNISDR). It aims to provide capacity building on disaster risk financing and insurance (DRFI) in ASEAN Member States. DRFI is a relatively new topic and, therefore, training and capacity building of local stakeholders is essential. Governments must understand the benefits and the limitations of disaster risk financing and insurance as part of their comprehensive Disaster Risk Management (DRM) strategies. This report presents main findings and recommendations on DRFI in the ASEAN region. Following the World Bank disaster risk financing and insurance framework, it consists of five chapters, including this introduction. Chapter two presents a preliminary economic and fiscal risk assessment of natural disasters in ASEAN Member States. Chapter three provides an overview of the fiscal management of natural disasters currently implemented by ASEAN Member States. Chapter four reviews the state of the private catastrophe insurance markets, including property catastrophe risk insurance, agricultural insurance, and disaster micro-insurance. Chapter five identifies five main recommendations for strengthening the long-term financial and fiscal resilience of ASEAN Member States against natural disasters, as part of their broader disaster risk management and climate change adaptation agendas. -
Publication
Advancing Disaster Risk Financing and Insurance in ASEAN Member States : Framework and Options for Implementation, Volume 1. Main report
(Washington, DC, 2012-04)This report is part of a project being jointly conducted by the World Bank, the Global Facility for Disaster Reduction and Recovery (GFDRR), the Association of Southeast Asian Nations (ASEAN) Secretariat, and United Nations International Strategy for Disaster Reduction (UNISDR). It aims to provide capacity building on disaster risk financing and insurance (DRFI) in ASEAN Member States. DRFI is a relatively new topic and, therefore, training and capacity building of local stakeholders is essential. Governments must understand the benefits and the limitations of disaster risk financing and insurance as part of their comprehensive Disaster Risk Management (DRM) strategies. This report presents main findings and recommendations on DRFI in the ASEAN region. Following the World Bank disaster risk financing and insurance framework, it consists of five chapters, including this introduction. Chapter two presents a preliminary economic and fiscal risk assessment of natural disasters in ASEAN Member States. Chapter three provides an overview of the fiscal management of natural disasters currently implemented by ASEAN Member States. Chapter four reviews the state of the private catastrophe insurance markets, including property catastrophe risk insurance, agricultural insurance, and disaster micro-insurance. Chapter five identifies five main recommendations for strengthening the long-term financial and fiscal resilience of ASEAN Member States against natural disasters, as part of their broader disaster risk management and climate change adaptation agendas. -
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
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.