Transport Notes

53 items available

Permanent URI for this collection

https://hdl.handle.net/10986/9432

The goal of Transport Notes series is dissemination of recent experiences and innovations in the World Bank Group’s transport sector operations.

Items in this collection

Now showing 1 - 7 of 7

Improving Secondary and Local Roads in Albania : Lessons from a Programmatic Approach
(World Bank, Washington, DC, 2010-03) Humphreys, Martin; Guxho, Artan; Ishihara, Satoshi
Albania has made considerable progress since transition in overcoming the legacy of nearly forty years of autarky. But despite significant progress and some of the fastest rates of gross domestic product (GDP) growth in South East Europe, it remains one of the impoverished countries in Europe, with the majority of the population, and the majority of the poor, living in rural areas. These areas, despite the acknowledged links between infrastructure provision and poverty reduction, are currently poorly served by infrastructure, with the majority of the secondary and local road network in poor condition, and often impassable in inclement weather. Accordingly, in 2006, the Prime Minister established a task force to prepare a program to improve a significant proportion of the secondary and local network and requested the assistance of the World Bank to prepare, and contribute to the financing, of such a program. This transport note summarizes the experience of the World Bank and details the key factors underpinning what has became a very successful program, together with the main lessons learned.
Success Factors for Improving Logistics in a Middle-Income Country
(World Bank, Washington, DC, 2006-10) Bellier, Michel; Raballand, Gaël; Arvis, Jean-François
This note presents the main lessons drawn from an analytical and sector work on trade logistics in Morocco. Public and private counterparts recognized the positive impact of the World Bank's report to catalyze and accelerate reforms' pace and to facilitate cooperation between public and private parties involved in logistics reforms. A careful preparation process and a strong buy-in from public and private stakeholders involved in logistics in Morocco made this Economic Sector Work (ESW) successful. To achieve this outcome, the Bank team based efforts on a tailored approach to commission background studies, knowledge dissemination during preparatory work and a detailed action plan in order to create a rapid and positive impact on improving logistics. The Moroccan example also demonstrates that, in a middle-income country, detailed and relevant action plan under a strong political willingness and commitment to reform can achieve rapid and significant results.
Transport as a Factor in the Investment Climate
(World Bank, Washington, DC, 2006-08) Aoki, Naomi; Roberts, Peter
This Note shows how, through a process of consultation between the World Bank Transport Sector and Private Sector Department, some focus on transport has been introduced into the Global "core" module of the Investment Climate Survey. The Note also shows the scope for achieving much more focus on specific transport constraints in Investment Climate Assessments for countries where these are expected to be particularly important. Examples are given of questionnaires which have been developed to complement the "core" module and specifically to meet the needs of two Regions, Africa and Latin America and the Caribbean, where different aspects of transport have been identified as significant considerations for investors. For Africa the focus is on the availability of suitable transport services. For Latin America the emphasis is rather on the role of transport in influencing the location of enterprises. Application of these revised questionnaires will provide more data on the contribution of transport to doing business in different countries.
How a Road Agency Can Transform Force Account Road Maintenance to Contracting
(World Bank, Washington, DC, 2006-06) Andreski, Adam; Seth, Subhash; Walker, Wendy
Recent international trends in the reform of road management, point to the need to transform force account road maintenance services. With Force Account, funding tends to be erratic; management of equipment and its support facilities inadequate, planning, supervision and execution require high standards of staffing, quality control may be poor; and reporting systems weak. Contracted works have the advantages that payment of work is done to specification, rates are known making budgeting and planning easier, risk is transferred from the Public Sector to the Private Sector, and the profit motive tends to promote efficiency and reduce unnecessary waste. An International Labour Organization study in Cambodia found that contracted road maintenance is 24 percent cheaper than force account and Talvitie found contracting out gave 5-15 percent in efficiency gains. Many countries have already gone through this process and every country has a different experience. This paper brings a systematic approach with a focus on situation analysis, identification of options, developing transformation strategy, addressing social issues, management options, and monitoring efficiency and effectiveness of the program.
Evaluation of Public Sector Contributions to Public-Private Partnership Projects
(World Bank, Washington, DC, 2005-01) Mackie, Peter; Nellthorp, John; Laird, James
The Bank requires that any public sector contribution to a collaborative effort between the public sector and private enterprises in the transport sector be analyzed and justified in economic terms. This Note will set out the basis for making such an analysis. The general principles underlying this analysis are that: 1) public contributions to public-private partnership (PPP) projects should be justified on the basis of external benefits from the project, compared with the scenario where no public contribution is made. 2) these external benefits are benefits for the wider economy or society which will arise from the project, but which will not be appropriated by the private partner in the contract; 3) by implication, the social welfare gain must be greater than the amount of public money invested multiplied by the cost of public funds. In practice, a range of different reasons can be - and have been - put forward to explain public contributions to PPP projects, including the following: 1) to pay for positive externalities, such as decongestion or improvements in environmental quality; 2) to contribute to the cost of mitigating negative externalities, which private providers often have little incentive to take into account when designing the project; 3) to secure network improvements necessary for economic development or other planning benefits, for which users are in the short term unable to pay. These are considered one by one in Sections 2, 3, and 4.
When and How to Use NPV, IRR, and Modified IRR
(World Bank, Washington, DC, 2005-01) Mackie, Peter; Nellthorp, John; Laird, James
The Economic Evaluation Notes are arranged in three groups. The first group (TRN-6 to TRN-10) provides criteria for selection a particular evaluation technique or approach; the second (TRN-11 to TRN-17) addresses the selection of values of various inputs to the evaluation, and the third (TRN-18 to TRN-26) deals with specific problematic issues in economic evaluation. The Notes are preceded by a Framework (TRN-5), that provides the context within which we use economic evaluation in the transport sector. All three NPV, IRR, and modified IRR are summary measures of project performance. Each one provides a single figure summarizing the impact of the project on economic welfare. Each of the three measures does, however, give subtly different information: 1) NPV focuses on the total welfare gain over the whole life of the project; and, 2) IRR and Modified IRR focus on the rate at which benefits are realized following an initial transport investment.
Notes on the Economic Evaluation of Transport Projects
(World Bank, Washington, DC, 2005-01) Mackie, Peter; Nellthorp, John; Laird, James
Experience has shown that money compensation payments to individual citizens are ineffective when used alone as a means to achieve the Bank's aims and World Bank for evidence on the Bank's experience]. Instead, the Bank's advice is that compensation payments should be a part of a wider, coordinated package of development assistance. It is not the purpose of this Note to describe how such a package should be developed, or indeed how the package as a whole should be evaluated. Rather, the question addressed in this Note is the narrower one: How should money compensation payments be evaluated? Section 2 begins by asking what costs the payments are intended to compensate for, and on what basis the value of compensation should be estimated. Section 3 continues to consider how institutional arrangements affect the way compensation payments are designed and channeled in practice. Section 4 turns to the benefits of resettlement compensation and Section 5 brings these strands together to consider how compensation payments should be evaluated within the economic evaluation of World Bank transport projects.