Transport Papers
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Publication
Addressing Climate Change in Transport: Volume 2 : Pathway to Resilient Transport
(World Bank, Hanoi, 2019-09-01)Climate change is set to have profound effects on Vietnam’s development. With nearly sixty percent of its land area and seventy percent of population at risk of multiple natural hazards, Vietnam globally is among the most vulnerable countries to both chronic and extreme events. At the same time, as Vietnam’s economy grows, the country is becoming a significant emitter of greenhouse gases. While Vietnam’s absolute volume of emissions is still small compared to that of larger and richer countries, emissions are growing rapidly and disproportionate to its economy size. The transport sector plays a critical role in these recent trends. This study aims to set out a vision and strategy for climate-smart transport, in order to minimize the carbon footprint of the sector while ensuring its resilience against future risks. The analytical findings and recommendations are presented in two volumes of the report. The first volume provides how Vietnam can reduce its carbon emissions by employing a mix of diverse policies and investments, under varying levels of ambition and resources. The second volume provides a methodological framework to analyze network criticality and vulnerability, and to prioritize investments to enhance resilience. -
Publication
Addressing Climate Change in Transport: Volume 1 : Pathway to Low-Carbon Transport
(World Bank, Hanoi, 2019-09-01)Climate change is set to have profound effects on Vietnam’s development. With nearly sixty percent of its land area and seventy percent of population at risk of multiple natural hazards, Vietnam globally is among the most vulnerable countries to both chronic and extreme events. At the same time, as Vietnam’s economy grows, the country is becoming a significant emitter of greenhouse gases. While Vietnam’s absolute volume of emissions is still small compared to that of larger and richer countries, emissions are growing rapidly and disproportionate to its economy size. The transport sector plays a critical role in these recent trends. This study aims to set out a vision and strategy for climate-smart transport, in order to minimize the carbon footprint of the sector while ensuring its resilience against future risks. The analytical findings and recommendations are presented in two volumes of the report. The first volume provides how Vietnam can reduce its carbon emissions by employing a mix of diverse policies and investments, under varying levels of ambition and resources. The second volume provides a methodological framework to analyze network criticality and vulnerability, and to prioritize investments to enhance resilience. -
Publication
Towards a Transit Oriented Development Approach for Belgrade
(World Bank, Washington, DC, 2018-09)The purpose of this report is to explore opportunities to better integrate land use and public transit planning in Belgrade. Specifically, the aim is to develop an approach toward Transit-Oriented Development (TOD) for Belgrade building off the city’s recently approved Transport Master Plan (2017). The Transport Master Plan, which is to be implemented over the next 16 years (through2033), includes all modes of transport: automobiles, public buses, trams, metro, and commuterrail service (known as BG Voz). The required total investment is estimated to be over 400 millioneuros excluding the metro project. Thus, implementation will require large sums of money for bothcapital and operational expenses, while the city has limited financing resources. Given the fiscalconstraints, it would be prudent for Belgrade city authorities to explore self-financing projectschemes for urban transit and land development, incorporating land value capture (LVC). Thisreport evaluates the Transport Master Plan together with other available data to find ways to realize TOD and LVC in Belgrade, including identifying current gaps in knowledge towards such a goal. There are several large-scale, long-term urban development projects envisaged for Belgrade such as development of the Makis Polje area and Waterfront Railway Yard Conversion Project and theWaterfront. The Transport Master Plan considers these developments as a given. The projected future populations in these sites serve as the base to model future traffic demand, and to evaluate the proposed transport investment projects. The Transport Master Plan recognizes the need for detailed planning and economic verification of these urban development schemes. -
Publication
World Bank’s Engagement with Transport in Cities: The Early Years
(World Bank, Washington, DC, 2018-07)This study looks at the project practice in light of the strategy as declared in the sector paper. The main focus is on the first decade of the urban transport lending program (1972–82). By and large, this batch of projects adhered to the strategy, except there was little effort to engage with land use planning. Project investments included roads in slum areas, improvements of radial corridors and central area road networks, fleet and facilities for city- and state-owned public transport operators, and select investments in major road and urban rail projects. On the policy side, projects strove to improve cost recovery of public-owned transport operators, facilitate the private provision of public transport services, designate street space for exclusive use of buses, and introduce congestion charges. In the institutional dimension, projects assisted in setting up traffic management units and some form of metropolitan transport planning entities. Investment outcomes varied. Some projects were highly successful, notably the two projects in Brazil that focused on roads in slums and bus priority. Others were highly disappointing, as in Tehran, where the government went into major road building rather than pursue traffic management and public transport improvements championed by the project. Project policy initiatives produced mixed results with less than complete achievement of cost recovery in public transport services and a failure to introduce congestion charges. Improved regulation of privately provided public transport had several bright spots (e.g., Kuala Lumpur, Calcutta), but also persistent failures (e.g., Kingston). Efforts to set up traffic management units in the city government gave some very good results (e.g., Tunis), but the creation and nurture of metropolitan transport planning institutions turned out to be far more difficult. Overall, these pioneering efforts in both strategy and practice were well conceived and executed and played a catalytic role in most client cities. Weak aspects include overselling traffic management as a substitute (rather than a complement) to road investments, together with failing to evolve a constructive approach to urban road network development in rapidly growing cities. There were no attempts to tackle urban road funding as a part of the national road funding setup. Instead, over-optimistically, several projects attempted to introduce sophisticated price instruments such as congestion charging, which proved a long shot in the weak policy and institutional environments found in many client cities. -
Publication
Rethinking Infrastructure Delivery: Case Study of a Green, Inclusive, and Cost-effective Road Program in Nicaragua
(World Bank, Washington, DC, 2014-06)This paper presents a development case study on alternative thinking in rural infrastructure delivery. Delivery in this case is achieved in a manner that advances the green growth, social inclusion and cost-effectiveness agendas. The need for green and inclusive approaches in reaching development goals cannot be overstated. At the same time, the use of public funds should ensure value for money and stretch government resources as far as they can go. Inclusion refers to the empowerment of all citizens to participate in, and benefit from the development process, removing barriers against those who are often excluded. The use of a community development approach is presented in this paper to demonstrate how this has been achieved on large scale and in a cost-effective way without compromising quality or timing. Heightened roles and responsibilities are conferred to the local target authorities and populations in this infrastructure delivery approach, and this experience is presented as a best practice that could be emulated in similar development work. On the technical front, most road infrastructure delivery in many countries is heavily mechanized and undertaken using default asphalt surfacing. This paper presents the adoption of an alternative and green paving material that is also cost-effective at the secondary rural road level. -
Publication
Review of Performance Based Contracting in the Road Sector : Phase 2. Review of Training Materials and Resources
(World Bank, Washington, DC, 2014-03)Performance Based Contracts (PBC's) are not new to the transport sector, with many variants in use in different countries for close to two decades. International lending institutions, such as the World Bank, have played a significant role in pushing PBCs into developing nations as part of loan assistance packages. However, there has been a tendency for a 'one-size-fits-all' approach to the implementation, with the result being a variation in the success of any implemented PBCs, as well as a significant proportion of the proposed PBCs not making it to the contract award stage. To address these issues, the World Bank has commissioned a review of performance based contracting in the road sector (contract number 7158253) led by Opus International Consultants Limited. Outputs from the project to date include: phase one report covering the review of previous PBCs (Opus 2011); a guide for the application of PBCs (Opus, 2012a); points to guide Bank implementation of PBCs (Opus, 2012b); and this review of existing training materials and resources. -
Publication
A Guide to Delivering Good Asset Management in the Road Sector through Performance Based Contracting
(World Bank, Washington, DC, 2014-03)The road sector represents a significant asset to any country both in terms of the physical cost to build it, and the social and economic benefits that it facilitates. Good asset management in the road sector is about obtaining the desired benefits at the least whole-of-life cost, and it is therefore natural to seek to implement a robust asset management approach on what is typically a nation's largest asset. Implementation of performance based contracting (PBC) necessitates the identification of many of the cornerstones to asset management, such as knowing the asset, managing risks, and determining the sustainable level of service for the funds available. The aim of this guide is to help understand: (1) what asset management is and why it is important; (2) how performance based contracting delivers good asset management; and (3) the issues and challenges associated with successful implementation of a performance based contract. This guide is focused on PBCs with a significant contract term. This guide draws extensively on the report, review of performance based contracting in the road sector, phase 1: tasks 1 to 6 which examined 35 projects across 27 countries, combined with the knowledge of an international project team. -
Publication
Review of Performance Based Contracting in the Road Sector : Phase 1
(World Bank, Washington, DC, 2014-03)There has been a tendency for a one-size-fits-all approach to the implementation, with the result being a variation in the success of any implemented performance based contracts (PBCs), as well as a significant proportion of the PBCs not making it to the contract award stage. To address these issues, the World Bank (WB) has commissioned a review of PBC in the road sector. PBC involves a significant shift away from more traditional approaches to the delivery and maintenance of road infrastructure and associated services by departing from the client's having responsibility for the design and supervision of construction and maintenance activities, to focus upon the key outcomes that the client wishes to achieve. There are two objectives for this study including: (1) to produce a strategy that will guide the WB's future engagements in PBC projects; and (2) to improve the WB's service to clients by offering a variety of PBC options, to suit different operating conditions and client needs. The report details phase one, review and synthesis of existing practices and its following six tasks: task 1, taking stock of various types of PBC projects; task 2, defining various types of PBC methodologies; task 3, outlining PBC's strengths and weaknesses; task 4, clarifying both various types of PBCs and federation internationale des ingenieurs-conseil (FIDIC)-type (input and bill of quantities) contracts; task 5, discriminating between successful and less successful factors of PBC projects; and task 6, developing a work program on how to move the second phase forward. -
Publication
Improving Accessibility to Transport for People with Limited Mobility : A Practical Guidance Note
(Washington, DC, 2013-05)This document aims to provide practical guidance on how best to include consideration of accessibility for People with Limited Mobility (PLM). While disabled people are a primary focus, the definition of PLM considered within this guidance note therefore also encompasses this broader range of users with mobility constraints and needs. Barriers to addressing the needs of PLM are often a product of a lack of information for transport professionals and facility designers, combined with limited resources. To assist client countries with implementing the principles and binding obligations of the United Nations Convention on the Rights of Persons with Disabilities (UNCRPD), it is clear that World Bank Task Team Leaders (TTLs) need to understand how to build in accessibility for disabled people in the design and implementation of transport projects. This guidance note therefore aims to aid World Bank TTLs when specifying and managing Bank funded transport projects in order to improve the accessibility of transport systems for PLM. It is intended to serve primarily as a point of reference for TTLs on how to include, and improve; the accessibility of PLM in Bank supported transport operations, as well as being useful for other organizations and government agencies. Following this introductory chapter, chapter two provides concise technical descriptions of different transport accessibility measures, of their costs, benefits and implementation issues, and of relevant standards and sources of further detailed design guidance. In chapter three these accessibility features are gathered into ranked lists to which TTLs may refer in order to see which measures represent low cost options, and those which are likely to have the best benefit/cost relationships. Chapter four sets out information on relevant regulatory and institutional framework issues. Chapter five summarizes potential funding sources and mechanisms for providing accessibility improvements for people with limited mobility. Finally, chapter six (operational road map) provides guidance on the process for designing accessibility into World Bank transport projects. -
Publication
Road Freight in Central America: Five Explanations to High Costs of Service Provision
(World Bank, Washington, DC, 2012-06)An efficient system to transport goods domestically and internationally is a key element of the logistics chain. Road freight transport has a direct impact on poverty as it employs millions of people and generates a significant portion of Gross Domestic Product, or GDP, especially in low and middle-income countries. Trucking is the primary form of transportation for domestic, trans-border, and international cargo, in Central America. Road freight transport is now vital to production, distribution, and mobilization, driving economic, social, and environmental progress. In short, trucking is the backbone of economies around the world. In the past 20 years, the industry has advanced as technology has improved communication, management, productivity, including vehicle efficiency. Their objective in doing so is to expand markets, generate wealth on the basis of efficient specialization, introduce competition, and lower costs for production, distribution, services, and research and development. When road freight transport services are efficient, they support these objectives; when they are not they act as nontariff barriers to trade, creating delays, raising costs, worsening congestion and pollution. Such barriers prolong and destabilize delivery schedules, hinder 'just in time' inventory management and industrial processes, and impede the efficient combination of factors of production.