Transport Papers
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Publication
Delivering Road Safety in Sri Lanka: Leadership Priorities and Initiatives to 2030
(World Bank, Washington, DC, 2020-02-20)High road crash fatality and injury rates on Sri Lanka’s roads are undermining the economic growth and progress made over the past decade on reducing poverty and boosting prosperity. Estimated annual road crash deaths per capita in Sri Lanka are twice the average rate in high-income countries and fi ve times that of the best performing countries in the world. Available data indicate an average of 38,000 crashes annually which result in around 3,000 fatalities and 8,000 serious injuries. Sri Lanka has the worst road fatality rate among its immediate neighbors in the South Asia region. -
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Delivering Road Safety in Nepal: Leadership Priorities and Initiatives to 2030
(World Bank, Washington, DC, 2020-02-20)Road crash deaths and injuries in Nepal have been on a sharp upward trajectory since the early 2000s. In fi scal year 2017–18, 2,541 road deaths were offi cially reported in Nepal, which is equivalent to a fatality rate of 8.59 per 100,000 population. In the same period, 4,144 serious injury and several minor injury victims were also offi cially reported. However, according to World Health Organization data the estimated fatality rate in 2016 was 15.9 per 100,000 population, which is nearly double the offi cial estimate. In 2016, vulnerable road users (pedestrians, cyclists, and motorcyclists) accounted for around 72 percent of all road fatality victims, among the highest levels in the region, with pedestrians accounting for half of these. Road deaths have a disproportionate impact on the young, working age population. About 40 percent of people killed on Nepal’s roads in 2017 –18 were less than 26 years old. In 2016, transport injuries were the second leading cause of death among men aged 15–49-years. -
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Delivering Road Safety in India: Leadership Priorities and Initiatives to 2030
(World Bank, Washington, DC, 2020-02-20)India has the world’s highest reported number of annual road crash fatalities. According to the World Health Organization, road crash fatalities in India account for approximately 11 percent of the estimated 1.35 million global toll each year. Vulnerable road users, primarily pedestrians, cyclists, and two-wheelers, account for almost 54 percent of all fatalities and serious injuries. The young, working-age population is predominantly aff ected. Road users between the ages of 18 and 45 comprise 69 percent of all fatalities. This disproportionate impact of road crash mortality and morbidity on this economically productive segment of the population has a negative impact on productivity and is likely to signifi cantly depress GDP growth rates. -
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Delivering Road Safety in Bangladesh: Leadership Priorities and Initiatives to 2030
(World Bank, Washington, DC, 2020-02-20)High fatality and injury rates on Bangladesh’s roads are undermining the remarkable progress that this South Asian nation has made on boosting economic growth and reducing poverty. -
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Road Safety in South Asia: Opportunities for Shared Regional Initiatives
(World Bank, Washington, DC, 2020-02-20)There is an increasing recognition that policy initiatives at the regional level can complement and strengthen country road safety strategies and programs. This is certainly the case in the South Asia region, with implications for regional road safety investment priorities and potential for shared road safety initiatives. -
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Metropolitan Transportation Institutions : Six Case Studies - Australia, Brazil, Canada, France, Germany, and the United States
(Washington, DC, 2011-03)Transportation has always played a fundamental role in the formation of cities. Ports evolved where rivers flowed into the ocean or at the confluence of major rivers; sleepy outposts at the junction of major roads became bustling trading hubs. Although this relationship between transportation and development has been evident since the creation of the earliest urban societies, all previous conceptions of the city were made obsolete by the advent of the industrial revolution. The transportation challenges raised by this new city centered on congestion. Early forms of transit provided some relief, but as motor vehicles became common place, existing urban streets were overwhelmed. As roadways were enlarged and expressways constructed, the population of new suburbs expanded and the automobile became the dominant form of transportation in many developed cities. To address issues at this scale, cities and countries around the world have developed new institutions that sit between the scale of local and higher order governments. The example of Boston, presented in the accompanying figure, is illustrative. The city of Boston has a population of 620,000, but its metropolitan area is commonly defined to include 101 cities and towns with 4.5 million total residents. An organization known as a Metropolitan Planning Organization (MPO) that covers the territory of all the cities and towns in the region has been created to coordinate planning of major transportation investments. The primary purpose of the current study is to provide an overview of the ways in which systems of metropolitan transportation governance are organized in a six different countries in order that these systems might provide models for World Bank client countries currently developing institutions for managing urban transport problems. The best method for understanding how each of these systems operates is consulting the county case studies provided in the final section. This study is organized as follows. The first section presents an overview of several themes that run through the cases. In the subsequent sections, each case is reviewed individually. -
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Urban Transport Projects: Patterns and Trends in Lending, 1999-2009
(World Bank, Washington, DC, 2011)The study consisted of developing a compendium of profiles for all free-standing urban transport projects funded by the Bank in calendar years from 1999 through 2009, followed by a first-pass synthesis of patterns and trends. There were 50 such projects. In addition, profiles were done for several projects from this period which were classified as urban or transport, but with significant urban transport components. Also, profiles were done for several operations approved before 1999 or after 2009, because they formed organic sequences with some operations in the 1999-2009 batches, in the same city or the same country. In all, profiles were done for 56 operations. A list of these projects is in annex one. Full profiles are in annex two, grouped by the geographic region, and in the chronological order according to the date of loan approval. The sources consulted in writing the profiles included project appraisal documents, loan and project agreements, restructuring papers, and implementation completion reports. In addition to this introduction, the synthesis report has four chapters. In the next (second) chapter, a brief overview is provided of the batch of projects for which the profiles were done. Chapter three reviews urban transport programs by region. Chapter four presents outcome ratings for completed projects and issues related to their success or otherwise. Chapter five discusses the fit between the projects and a provisional version of the Bank's urban transport strategy. -
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A Review of Highway Agencies in the South Asia Region
(World Bank, Washington, DC, 2011)Explosive growth in demand for passenger and freight transport in the South Asia region, driven by high economic growth, has put the spotlight squarely on ensuring enhanced delivery of infrastructure and services. The objective of the study is to help governments and policy makers in identifying reforms that are required to modernize and strengthen the capacity and performance of their road agencies to deliver large investment programs through performance monitoring as a tool. A review of the highway agencies in the region has been undertaken to suggest: a) indicators to assess their capacities and performance; and b) a roadmap to improve performance in key functional areas of the agencies. The scope of study included a review of a sample of highway agencies from Bangladesh, India, Nepal, Pakistan and Sri Lanka. This sample included national and provincial level highway agencies as well as road corporations. In India, the focus was on the state-level highway agencies. This study also incorporates findings from earlier studies commissioned by the World Bank. -
Publication
Energy Efficient Inland Water Transport in Bangladesh
(Washington, DC, 2011)IWT is more energy efficient that modes like road or rail. The bigger capacity of IWT units means that the sector is able to ship more tons per kilometer per unit of fuel than what is possible with other modes. This benefits the climate and makes the sector relatively cost-efficient. Even so, few countries fully exploit the potential benefits of IWT and in many countries the share of road transport is increasing at the cost of IWT. There are various possible reasons for this trend. Among the main reasons given by shippers to avoid IWT are advantages of road transport such as speed of delivery and flexibility, limitations imposed by IWT infrastructure (water levels, bridge clearances, port access) and underdeveloped intermodal facilities (transshipment from IWT to truck for pre- and end-haulage). For shippers these arguments are more important than the potential reduction of transport costs and CO2 emissions. Chapter two compares the global energy-efficiency of IWT with that of other transport modes. It also discusses the reasons for differences between modes and the implications of each for CO2 emissions. Chapter three deal with the varying energy-performance of IWT vessels in various regions in the world. Chapter four explores several energy efficiency benchmarking methods. The conclusions of part A are presented in chapter five. -
Publication
Institutional Development and Good Governance in the Highway Sector: Learning from Gujarat
(World Bank, Washington, DC, 2010)The World Bank financed the Gujarat State Highway Project (GSHP) during 2001-07. The project development objective was to enhance the capacity of the Government of Gujarat (GOG) for effective and efficient planning and management of road infrastructure, while concurrently maximizing existing road infrastructure asset productivity through priority investments and increased maintenance funding. The project not only achieved its objective and targets successfully, but also was implemented with a significant cost reduction (about 23 percent). The GSHP resulted in a reduction in the backlog of major maintenance and an improved network to meet rapidly growing transport demand in the state. The project had the unique distinction of no contract disputes, a rarity among the highway development projects in India. The project also set best practices in developing and managing a very comprehensive asset management system, state of the art quality assurance framework and a very comprehensive training and capacity building program. The annual road sector allocation has grown from USD 30 million in 1995-1996 to an impressive USD 610 million in 2010-11, currently the second largest among all the Indian states. This study attempts to identify the key elements of the Gujarat road sector reforms and explores whether and, if so, how such reforms can be replicated across other Indian states and possibly even in other countries in the region.