Other Infrastructure Study

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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.
The Russian Federation - An Exploratory Assessment of Transport Connectivity
(World Bank, Washington, DC, 2017-06-12) World Bank Group
This study describes the performance of the sector vis-à-vis socioeconomic features of regions and discusses whether the development of market opportunities is limited by the availability of transport.Specifically, this study has two main objectives. First, it provides an exploratory assessment of transport connectivity in Russia. Second, it assesses the impact of improved transport productivity on the Russian economy and whether such an improvement has different economic impacts in various regions of the country. The study is complemented by a market/industry analysis and the performance of transport infrastructure in two selected regions : Zabaikalsky Krai and Khabarovsk Krai. Transport connectivity, as defined in this study, mainly focuses on freight transport and not so much on how passengers in different parts of the country are able to access transport services. Furthermore, while this study assesses general relationships between transport connectivity and economic outcomes—such as growth, poverty, and productivity it does not intend to formally or empirically establish a causal relationship between these variables. Expectedly, the average economic distance to market is much less in the well-connected western and central regions than in the more isolated eastern and northern regions. An increase in transport efficiency, resulting from reduction of travel time or technological progress,can have a different impact on regional productivity and welfare. This study presents some preliminary results of a simulation of a positive shock in transport efficiency using a regional general equilibrium analysis for Russia. International surveys of manufacturing and services firms provide mixed evidence of the importanceof transport for firm productivity in Russia.For a country as a large as Russia, it does not suffice to provide an explanation of connectivity in thewhole territory. However, isolated regions, at least those located in areas far from markets in the European side of Russia, may not necessarily be “transport disconnected” from their markets. Finally, it is important to note that in a large country like Russia achieving a good level of connectivity depends both on the density of the national transport network and the level of population dispersion.This report is divided into two parts. Part one considers the provision of transport services at the national level. We first summarize selected studies of the impact of transport services on economic growth and development, then discuss some relevant characteristics of Russia’s provision of transport services andtransport sector performance. Part two of the report develops two case studies.
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) World Bank
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.
Federative Republic of Brazil iRAP Pilot Technical Report: Federal Highways
(World Bank, Washington, DC, 2016-01) World Bank
As part of efforts to curb road deaths and serious injuries, the World Bank Global Road Safety Facility (GRSF) invited the International Road Assessment Programme (iRAP) to work with the National Department of Transport Infrastructure (Departamento Nacional de Infraestrutura de Transportes, DNIT) to assess the safety of Brazilian roads. During this second assessment of Brazilian roads, approximately 3,400km of roads were assessed. This technical report describes the road assessment project and includes details on data collection, the methodology used and a summary of the results. The infrastructure-related risk assessment involved detailed surveys and coding of 50 road attributes at 100 meter intervals along the network and creation of Star Ratings, which provide a simple and objective measure showing the level of risk on the road network. The star ratings show that 1 percent of road length is rated as 5-star, 9 percent is rated as 4-star, 58 percent is rated as 3-star, and the remaining 32 percent is rated as 2-star and below for vehicle occupants. For motorcyclists, no roads were rated as 5-star, only 3 percent of road length is rated as 4-star, 47 percent is rated as 3-star, and the remaining 50 percent is rated 2-star and below. For pedestrians less than 1 percent is rated as 4-star and 5-star, 2 percent is rated as 3-star and the remaining 13 percent is rated 2-star and below. For bicyclists less than 1 percent is rated as 5-star or 4-star, 5 percent is rated as 3-star and the remaining 14 percent is rated 2-star and below. The project also involved the creation of a Safer Roads Investment Plans, which draws on more than 90 proven road safety treatments, ranging from low cost road markings and pedestrian refuges to higher cost intersection upgrades and full highway duplication.
Shifting into Higher Gear: Recommendations for Improved Grain Logistics in Ukraine
(World Bank, Washington, DC, 2015-08) World Bank Group
This study was conceived on the basis of a request by Ukraine’s Ministry of Agricultural Policies and Food (MoAPF). In 2013, the MoAPF explored the World Bank’s interest for investing in grain hoppers, following a deficit of hoppers and concerns about related difficulties for grain transport. In response, the World Bank secured resources from the Multi Donor Trust Fund for Trade and Development (TF016693) to carry out a review of grain logistics in Ukraine in order to better understand the challenges facing the sector. The objectives of this report are to assess the functioning of the grain logistics system, identify bottlenecks and put forward practical recommendations for investments and reform. Research points to five key drivers of current high logistics costs: (i) lack of regulatory clarity and sub-optimal management of public assets that create barriers to private investments; (ii) underutilization of river transport, (iii) underinvestment in rail transport; (iv) inefficiencies in storage management, and (v) excessive use of road transport. However, there are two important limitations of the report that should be taken into account. First, the ongoing crisis remains a source of uncertainty. It has so far had limited impact on grain production and logistics, yet access to finance has become more difficult and other impacts might arise in the future. Second, there are two areas that the report does not address: customs and ports. Both are important elements of logistics costs and deserve a comprehensive analysis in the future.
Rail Electronic Data Interchange in a Border Crossing Point in South East Europe: An Assessment of Options
(Washington, DC, 2015-05) World Bank
Within the European Union (EU) rail transport is currently the least integrated transport mode. This leads to delays, extra costs, and insufficient use of rail freight, especially for time-sensitive cargo. This also represents a missed opportunity in terms of moving towards a greener transport modal split within the EU. Rail freight, for which international activity represents 50 percent of total activities, will not be able to develop fully if border crossing rail operations do not deliver a better service for shippers and freight operators who require seamless trans-national transport as is possible by road, air and sea. Observing that the modal split of rail in the EU is stagnating at around 16 percent after years of decline, the European Commission proposed a regulation on a European rail network for competitive freight to be based on a number of rail freight corridors which entered into force on November 9, 2010. Regulation No 913/2010 makes it mandatory to create a European rail network for competitive freight based on international freight corridors, recognizing that the need to strengthen the competitiveness of rail freight requires a corridor approach, involving corridors that cross national borders. TheEU adoption in 2010 of a corridor approach focusing on international rail freight has important implications for EU member states, accession and candidate countries, in terms of approaching rail freight investments and performance from an international corridor perspective with enhanced cross-border coordination, with the ultimate aim of increasing the attractiveness of rail to potential freight customers. The objective of this report is to address this recommendation by assessing whether it makes sense to introduce a pilot EDI in a rail border crossing point in South East Europe. It aims to make a preliminary assessment of the various technical options in terms of hardware, software, and communication requirements of such architecture, taking into account that any technical solution proposed needs to be adapted to the countries in question, given existing infrastructure and European regulations. The ultimate aim is to improve rail border crossing performance in South East Europe by the use of EDI to improve integration.
Philippine Transport Infrastructure Development Roadmap Framework Plan: Executive Summary
(World Bank, Washington, DC, 2014-10) Cambridge Systematics
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.
Regional Economic Impact Analysis of High Speed Rail in China : Main Report
(Washington, DC, 2014-06-25) World Bank
This report reflects a two-stage work flow designed to fulfill the research objectives: stage one defined the methodology, and stages two tested this methodology and transferred the know-how to the China Railway Corporation and its consultants through case studies. Chapter two summarizes the theoretical framework within which regional economic impacts are discussed and quantified. Chapter three reviews current regional economic impact analyses in China. Chapter four summarizes the approach to practical regional impact assessment in other countries and reviews the relevance of the main methods in the Chinese context. Chapter five summarizes the work that has been carried out by the World Bank to date in estimating regional impacts in China. Chapter six develops a practical approach to quantifying the regional economic impacts of future HSR in China, including methods for data collection, surveys and interviews. Chapter seven presents the implementation of the methodology in the case studies and the interpretation of quantified model results. Chapter eight summarizes the conclusions and the recommendations for further work. In addition, appendices one to three provide further details about existing assessment studies and methodologies. Appendices four and five show the interview and survey forms. A separate report provides a step-by-step how-to guide for a regional economic impact assessment using a four zone generic example model, which as a simple numerical example complements the presentation of the case study applications on Changchun-Jilin HSR and the northern part of the Beijing-Shanghai HSR.
Cairo Traffic Congestion Study : Executive Note
(Washington, DC, 2014-05) World Bank
The Greater Cairo Metropolitan Area (GCMA), with more than 19 million inhabitants, is host to more than one-fifth of Egypt's population. The GCMA is also an important contributor to the Egyptian economy in terms of GDP and jobs. The population of the GCMA is expected to further increase to 24 million by 2027, and correspondingly its importance to the economy will also increase. Traffic congestion is a serious problem in the GCMA with large and adverse effects on both the quality of life and the economy. In addition to the time wasted standing still in traffic, time that could be put to more productive uses, congestion results in unnecessary fuel consumption, causes additional wear and tear on vehicles, increases harmful emissions lowering air quality, increases the costs of transport for business, and makes the GCMA an unattractive location for businesses and industry. These adverse effects have very real and large monetary and nonmonetary costs not only for the economy of the GCMA, but given its size, for the economy of Egypt as well. As the population of the GCMA continues to increase, traffic congestion is becoming worse and the need to address this congestion is becoming more urgent. This report documents the results of the study. The results of this study should be of interest to policy-makers and practitioners in the GCMA, the Egyptian Government, other cities facing similar problems, and international financial institutions.
Zimbabwe Infrastructure Policy Review
(World Bank, Washington, DC, 2013-12-09) Ringskog, Klas
Many empirical studies have demonstrated the close relationship between a country’s economic development and its stock of infrastructure. Decades of deferred maintenance and lack of long-term financing have taken a heavy toll on Zimbabwe’s infrastructure that at one time was ranked at the top in Africa. Only the information and communications technologies (ICT) sector has been performing relatively well but its high tariffs add to the cost of doing business in Zimbabwe. The strategy in the infrastructure sectors is to encourage public private partnerships (PPPs) for the financing and execution of the different sub-projects. This strategy has been emerging in the electric power, road transport, and ICT sectors and is now being extended to water supply and sanitation. This review builds on the findings from an October-November 2013 mission that, upon the request of the Ministry of Finance, assessed the ministerial submissions for the 2014 public sector investment program (PSIP). The review concludes that the perception of the predictable policies is key for attracting responsible private partners for sustainable PPPs. The review recommends less risky options such as: (i) outsourcing operations of existing plants; (ii) lease contracts of existing plants; and (iii) sales of existing thermal plants. The review notes that the analytical multi donor trust fund (AMDTF) is programmed to close on June 30, 2014. It is of the essence to explore the possibilities to locate concessionary funding for a successor to the AMDTF given the high priority of additional studies in the power, water, and ICT sectors to prepare for the reforms suggested.