Publication:
Turkey - Transport Sector Expenditure Review : Synthesis Report

Loading...
Thumbnail Image
Files in English
English PDF (46.27 MB)
594 downloads
English Text (224.58 KB)
284 downloads
Published
2012-10
ISSN
Date
2013-02-11
Author(s)
Editor(s)
Abstract
Turkey is an upper-middle income country with a population of 73 million. It has a diversified economy with a strategic geographical position, located on the southeastern side of Europe and southwestern side of Asia. Continued economic growth, combined with increases in the urban population, will place increasing demands on Turkey's transport infrastructure. High middle income countries such as Turkey typically see very rapid increases in demand for transport services for several decades. Consequently public expenditures on transport sector have increased substantially in Turkey in recent years. Public expenditures on transport have almost doubled from 1.06 percent of Gross Domestic Product (GDP) in 2004 to 1.92 percent in 2010, and the transport sector accounted for the bulk of the increase in total public investments over this period. Turkey's transport sector has been growing both in terms of its size and the quality of the network, and currently compares well with similar middle income countries. However, Turkey's infrastructure quality lags behind the levels of EU countries, particularly in the railroads and ports sector. The need for transport infrastructure improvements is also reinforced by the results of business surveys.
Link to Data Set
Citation
World Bank. 2012. Turkey - Transport Sector Expenditure Review : Synthesis Report. Public expenditure review (PER);. © World Bank. http://hdl.handle.net/10986/12307 License: CC BY 3.0 IGO.
Digital Object Identifier
Associated URLs
Associated content
Report Series
Other publications in this report series
Journal
Journal Volume
Journal Issue

Related items

Showing items related by metadata.

  • Publication
    The Regional Balkans Infrastructure Study Update
    (Washington, DC, 2015-09-01) World Bank
    In an effort to further develop the South East Europe transport observatory (SEETO) comprehensive network, integrate it in the European Union’s (EU) Trans-European transport (TEN-T) network and strengthen the underlying transport planning systems, a grant was awarded by the Western Balkans infrastructure framework (WBIF) for the update of the regional Balkans infrastructure study (REBIS). The motivation for the update was the fact that since the completion of REBIS in 2003, there had been no review or update of the study’s projections and recommendations that will in turn enable an informed assessment and updating of the regional priorities for investment in the SEETO comprehensive network. The main objective of the REBIS update was to develop a priority action plan for enhancing the efficiency of the SEETO comprehensive network. The action plan identifies priority physical investments as well as non-physical improvements including regulatory, institutional, and managerial changes required to reduce impediments to the efficient performance of the network. The focus of the final report is the assessment of the 2030 traffic projections under low and moderate and moderate and high economic growth scenarios against the capacity of the network under the do-nothing scenario and the full SEETO scenario and on the development of the priority action plan. The report is organized as follows: section one gives introduction .Section two presents a brief assessment of the 2003 REBIS traffic projections against reported counts. Section three presents key non-physical impediments to transport and trade facilitation, as well as the costs and benefits associated with their alleviation. Section four presents the 2030 traffic projections for both the low and moderate and moderate and high economic growth scenarios. Section five presents the results of the capacity assessment of the existing and planned networks to handle the projected traffic. Section six presents the methodology used in the preliminary economic efficiency analysis for assessing the physical interventions and the results, while section seven presents the priority action plan. Section eight provides concluding comments.
  • Publication
    Preparing a National Transport Strategy : Suggestions for Government Agencies in Developing Countries
    (World Bank, Washington, DC, 2008-04) Lee, John; Hine, John L.
    The purpose of this report is to assist policy makers and planners in developing countries in the preparation of a National Transport Strategy (NTS). The report highlights lessons that can be learned from NTSs developed by different countries around the world. It draws upon transport strategy and policy documents from 23 countries and from a range of World Bank source material. The aim is not to provide a ready-made strategy document but to identify relevant questions and choices that need to be considered in preparing an NTS. At each stage of the development of the NTS, a checklist of considerations is given, and, where appropriate, examples of good and bad practice are identified. Within the report particular attention is paid to separately identifying Objectives, Policy Principles and Strategies. Objectives express society's goals, which should reflect the general socio-economic goals of the country-goals that are shared with other (non-transport) sectors. Policy Principles represent the principles that should govern the pursuit of those goals. They are the guiding philosophy for decisions within the sector. Strategies represent the ways in which goals are to be achieved in line with the policy principles. A wide range of policies relating to the sector as a whole and to different modes of transport are considered in the report, covering topics such as investment planning, private provision of road infrastructure, transport services, rail infrastructure and operations, ports and multi-modal transport, route service franchising, pricing, cost recovery and taxation. In addition, a series of examples of how strategies can be formulated based on objectives and policy principles are given. Throughout the report, consultation and transparency in the preparation of an NTS are stressed. The report concludes with a broad assessment of the strengths and weaknesses of NTSs reviewed for the report.
  • Publication
    China's Expressways : Connecting People and Markets for Equitable Development
    (Washington, DC, 2007-05) World Bank
    This paper, prepared in response to the Chinese government's request, examines the institutional and financial arrangements under which the expansion of the Chinese expressway network has taken place. China's outstanding achievements in economic growth and poverty reduction over the last fifteen years have been well documented. The major emphasis has been on the development of its infrastructure, particularly transport. All modes of transport have seen their networks expanded, to provide the infrastructure needed to support the broader development goals. Road transport is vitally important and, among the surface modes, has seen its share grow over the last ten years from 45 percent to 60 percent in terms of passenger-km and from 24 percent to 30 percent in terms of freight ton-km. The road transport system has contributed greatly to china's continuing economic and social development. The expansion of the road network during the last 20 years was made possible by rapid increases in public funding. Since 1990, the overall average growth in the Chinese road assets has exceeded the overall growth in its Gross Domestic Product (GDP) and has helped to close the 'infrastructure gap' that existed at the beginning of the period.
  • Publication
    Tracks from the Past, Transport for the Future : China's Railway Industry 1990-2008 and Its Future Plans and Possibilities
    (World Bank, 2009-05-01) World Bank
    This report describes and explains how, in the period 1990-2008, China's railway sector has contributed and responded to the incredibly challenging transport demands generated by China's economic development, and highlights the plans and possibilities that lie ahead. In 1949, China had only 22,000 km of poorly maintained and war-damaged railway line, less than 1,000 km of which was double-tracked with none being electrified. Since then, the government has transformed the railway sector into a vital element of China's national transport system and a key contributor to China's extraordinary record of economic growth. Today, China Rail is the second biggest carrier of rail freight and the biggest carrier of passenger transport in the world. It has the largest combined rail traffic task of any national railway system in the world, carrying about a quarter of the world's railway traffic on about seven percent of the global route-km of public railway. This paper describes how the Ministry of Railways, and its constituent regional railway administrations and other entities, have created a modern rail system by adopting proven international practices and technologies, giving them distinct Chinese characteristics, and adapting them to Chinese circumstances.
  • Publication
    High-Speed Rail
    (World Bank, Beijing, 2010-07) Amos, Paul; Bullock, Dick; Sondhi, Jitendra
    A high-speed rail service can deliver competitive advantage over airlines for journeys of up to about 3 hours or 750 km, particularly between city pairs where airports are located far from city centres. One suitable type of corridor is that which connects two large cities 250-500 km apart. But another promising situation is a longer corridor that has very large urban centres located, say, every 150-300 km apart. On these longer corridors, typical of some being built in China, high-speed rail has the ability to serve multiple city-pairs, both direct and overlapping. The overall financial performance of high-speed train services depends on enough people being able to pay a premium to use them. In Japan there is a surcharge for high-speed rail which doubles the fare on conventional services. China high-speed train fares are about three times conventional train fares. But in order to generate the required volume of passengers it will usually be necessary not only to target the most affluent travelers but also to adopt a fare structure that is affordable for the middle income population and, if any spare capacity still exists, to offer discount tickets with restrictions on use and availability that can fill otherwise unused seats. The combination of supportive features that exist on the eastern plains of China including very high population density, rapidly growing disposable incomes, and the prevalence of many large cities in reasonable proximity to one another (creating not just one city-pair but a string of such pairs) are not found in most developing countries. Nor could all countries assemble the focused collective capacity building effort and the economies of scale in construction costs that arise when a government can commit the country, politically and economically, to a decades-long program over a vast land area. Even in China, the sustainability of railway debt arising from the program as it proceeds will need to be closely monitored and payback periods will not be short, as they cannot be for such "lumpy" and long-lived assets. But a combination of those factors that create favorable conditions of both demand and supply comes together in China in a way that is distinctly favorable to delivering a successful high-speed rail system.

Users also downloaded

Showing related downloaded files

  • Publication
    Direct and Indirect Impacts of Transport Mobility on Access to Jobs: Evidence from South Africa
    (Washington, DC: World Bank, 2025-11-12) Iimi, Atsushi
    Access to jobs is essential for economic growth. In Africa, unemployment rates are notably high. This paper reexamines the relationship between transport mobility and labor market outcomes, with a particular focus on the direct and indirect effects of transport connectivity. As predicted by theory, wages are influenced by the level of commuting deterrence. Generally, higher earnings are associated with longer commute times and/or higher commuting costs. Local accessibility is also important, especially for individuals with time constraints. Both direct and indirect impacts are found to be significant in South Africa, where job accessibility has been challenging since the end of apartheid. For the direct impact, the wage elasticity associated with commuting costs is significant. Returns on commute are particularly high for women. Local accessibility to socioeconomic facilities, such as shops and health services, is also found to have a significant impact, consistent with the concept of mobility of care. To enhance employment, therefore, it is crucial to connect people not only to job locations but also to various socioeconomic points of interest, such as markets and hospitals, in an integrated manner. This integration will enable individuals to spend more time working and commuting longer distances.
  • Publication
    Taxes, Spending, and Equity: International Patterns and Lessons for Developing Countries
    (Washington, DC: World Bank, 2025-11-17) Wai-Poi, Matthew; Sosa, Mariano; Bachas, Pierre
    Taxes and public spending underpin the basic administration of government and finance the human capital and infrastructure investments needed for economic growth. They can also have a significant and immediate impact on poverty and inequality. The question of how public finance can support longer-term growth objectives while promoting equity has become even more important in recent years, given the high fiscal deficits and debt levels most countries emerged with in the aftermath of the COVID-19 pandemic. These included the increasing cost of debt and the need to restart environmentally sustainable growth while helping households address the learning losses and other social scars caused by the pandemic. This paper examines the global evidence on which households pay which taxes and who benefits from what spending, and critically, the net effect on different households across the income distribution. The aim is to identify the patterns and lessons that emerge for designing progressive fiscal policies. A global dataset of 96 countries is assembled, spanning all regions of the world and all national income levels, grounded in the Commitment to Equity (CEQ) approach to fiscal incidence.
  • Publication
    Digital Africa
    (Washington, DC: World Bank, 2023-03-13) Begazo, Tania; Dutz, Mark Andrew; Blimpo, Moussa
    All African countries need better and more jobs for their growing populations. "Digital Africa: Technological Transformation for Jobs" shows that broader use of productivity-enhancing, digital technologies by enterprises and households is imperative to generate such jobs, including for lower-skilled people. At the same time, it can support not only countries’ short-term objective of postpandemic economic recovery but also their vision of economic transformation with more inclusive growth. These outcomes are not automatic, however. Mobile internet availability has increased throughout the continent in recent years, but Africa’s uptake gap is the highest in the world. Areas with at least 3G mobile internet service now cover 84 percent of Africa’s population, but only 22 percent uses such services. And the average African business lags in the use of smartphones and computers as well as more sophisticated digital technologies that catalyze further productivity gains. Two issues explain the usage gap: affordability of these new technologies and willingness to use them. For the 40 percent of Africans below the extreme poverty line, mobile data plans alone would cost one-third of their incomes—in addition to the price of access devices, apps, and electricity. Data plans for small- and medium-size businesses are also more expensive than in other regions. Moreover, shortcomings in the quality of internet services—and in the supply of attractive, skills-appropriate apps that promote entrepreneurship and raise earnings—dampen people’s willingness to use them. For those countries already using these technologies, the development payoffs are significant. New empirical studies for this report add to the rapidly growing evidence that mobile internet availability directly raises enterprise productivity, increases jobs, and reduces poverty throughout Africa. To realize these and other benefits more widely, Africa’s countries must implement complementary and mutually reinforcing policies to strengthen both consumers’ ability to pay and willingness to use digital technologies. These interventions must prioritize productive use to generate large numbers of inclusive jobs in a region poised to benefit from a massive, youthful workforce—one projected to become the world’s largest by the end of this century.
  • Publication
    Kyrgyz Republic Country Climate and Development Report
    (Washington, DC: World Bank, 2025-11-03) World Bank Group
    This Country Climate and Development Report (CCDR) on the Kyrgyz Republic aims to support the country’s development goals amid a changing climate. The CCDR considers two policy scenarios up to 2050: the business-as-usual (BAU) and high-growth scenarios. As it quantifies the likely impacts of climate change on the Kyrgyz economy between now and 2050, the report highlights key government actions to best prepare for and adapt to climate impacts (referred to as “with adaptation” measures), with a particular focus on the time horizon up to 2030. The CCDR also outlines a path to net zero emissions by 2050 (referred to as “with mitigation” measures, “decarbonization,” or, simply, “net zero 2050”), highlighting associated development co-benefits.
  • Publication
    Continental Drying: A Threat to Our Common Future
    (Washington, DC: World Bank, 2025-11-04) Zhang, Fan; Borja-Vega, Christian; Chandanpurkar, Hrishikesh Arvind; Famiglietti, James; Hogeboom, Rick; Namara, Regassa; Rasul, Zarif; Luengas-Sierra, Pavel; Rao, Deyu
    Grounded in new evidence from satellite data, “Continental Drying: A Threat to Our Common Future” presents the first global assessment of freshwater reserves over the past two decades. The findings expose an alarming trend of “continental drying,” a persistent long-term decline in freshwater availability across vast landmasses. Not only are droughts and deluges becoming more unpredictable, but the total amount of freshwater available for use has also significantly declined. Continental drying, driven by global warming, worsening droughts, and unsustainable water and land use, is a silent but accelerating crisis—largely unknown to the public—that reshapes the global water narrative. Continental drying raises profound risks. This report reveals new empirical evidence showing how freshwater depletion leads to major job losses, reduced incomes, wildfires, and biodiversity threats. In the long term, the combined effects of drying and warming could push societies toward a tipping point where damage accelerates rapidly and adaptation becomes increasingly difficult. Against the backdrop of continental drying, global water consumption rose by 25 percent between 2000 and 2019, with about a third of this increase occurring in regions already experiencing drying. Compounding the pressure, a substantial share of water use in drying regions remains inefficient. Continental Drying identifies hot spots where rising demand and declining supply converge and explores where and how water savings can be realized. This report recommends a three-pronged approach to address the crisis: managing demand, augmenting water supply, and improving water allocation. Five cross-cutting levers—strengthening institutions, reforming water tariffs and repurposing subsidies, adopting water accounting, leveraging data and technological innovations, and valuing water in trade—are essential for effective implementation and to attract private investment to finance the approach. Beyond water, addressing trade barriers, investing in education and skills development, and improving access to markets and financial services are critical for strengthening job and livelihood resilience amid a continental drying crisis.