Publication: The Broad Reach of Green Design: Incorporating Environmental Sustainability in Aviation Facilities
Loading...
Published
2015-02
ISSN
Date
2015-07-28
Author(s)
Editor(s)
Abstract
A World Bank series of projects to improve aviation operations in four Pacific island countries is demonstrating that the concept of ‘green design’ goes beyond energy efficiency to the wider goal of environmental sustainability. The aviation program is reducing impacts on a broad spectrum of concerns, including solid waste management and water quality, by designing with the full lifecycle of all project assets in mind.
Link to Data Set
Citation
“De Serio, Christopher; Ridgley, Craig; Cusack, Darin. 2015. The Broad Reach of Green Design: Incorporating Environmental Sustainability in Aviation Facilities. Transport and ICT connections,no. 5;. © World Bank. http://hdl.handle.net/10986/22306 License: CC BY 3.0 IGO.”
Digital Object Identifier
Associated URLs
Associated content
Other publications in this report series
Journal
Journal Volume
Journal Issue
Collections
Related items
Showing items related by metadata.
Publication Making Transport Climate Resilient : Country Report Ethiopia(Washington, DC, 2010-08)This report is the output of the World Bank-financed study on Making Trans-port Climate Resilient for Ethiopia, which is a Sub-Saharan Africa initiative to respond to the impact of climate changes on road transport.The climate scenarios The study is based on four climate scenarios selected by the World Bank to be consistent with the scenarios used in the study Economics of Adaptation to Climate Change. The scenarios span from a "global dry" future with lower temperatures and less rain than today to a "wet Ethiopia" future with more rain than today and an increase in heavy rain so that a 10- year storm in 2050 will be 25% more intensive than today. The foreseen increases in average temperatures range from -1 OC to 2 OC by 2050.Publication Transport Development Priorities in Papua and West Papua(World Bank, 2009-10-01)The province of Papua of the Republic of Indonesia was provided special autonomy under law 21-2001 in recognition of the fact that 'the management and use of the natural wealth of Tanah Papua has not yet been optimally utilized to enhance the living standard of the natives, causing a deep gap between the Papua province and the other regions, and violations of the basic rights of the Papuan people.' The goal of special autonomy was to help Papua and Papuans catch up to the rest of Indonesia in terms of living standards and opportunities. Yet, now almost a decade later, and after the split into two provinces: Papua and West Papua, progress toward this goal has been slow. In recognition of this, the Indonesian central government issued presidential instruction 5-2007 on the acceleration of development of Papua and West Papua instructing all relevant technical ministries to devote special attention to the two provinces and to coordinate their programs with the governors of both provinces. Transport is a key piece of the development puzzle and is a high priority for all levels of government in Papua and West Papua. Yet, despite this, and large amounts of investment channeled toward the sector, the people of Papua and West Papua are not receiving substantially better transportation services than they were before special autonomy. This report aims to set out a set of priorities that transport development must follow in Papua and West Papua if investments are to be productive and remain useful for their entire design life.Publication Quantifying the Impacts of Vehicle-Generated Dust(World Bank, Washington, DC, 2011)This project can be considered to be an initial process leading to the ultimate objective of identifying and assigning costs associated with the impacts of vehicle-generated dust so that the benefits can be quantified, if these impacts are ameliorated through actions such as the provision of a sealed road surface. The report outlines the background to the project, the results of the review process, describes the need for a comprehensive approach and identifies and provides some provisional estimates the possible impacts of traffic generated dust on road safety, health, agriculture and the environment. The objectives of the project, the achievements made, the problems encountered and the findings to date are described. The report outlines the overall approach that has been undertaken to achieve the stated aims of the project in relation to the available data. The outcomes from discussions with prospective developing country partners are reported together with the results of correspondence and discussions with other professionals. Recommendations and conclusions are made on the work undertaken to date. An outline methodology and terms of reference are provided for a follow-up study.Publication Surfacing Alternatives for Unsealed Rural Roads(World Bank, Washington, DC, 2006-05)Despite extensive road construction programs over the last century, a substantial proportion of roads remained unsealed especially in developing and emerging economies. As these economies develop, the demand arises to seal previously unsealed roads. The most economical transition point between unsealed and sealed roads depends on many conditions that need to be evaluated. The purpose of this Note is to provide guidance for decision makers, engineers and administrators on selecting the most appropriate surface for unsealed road given the prevailing conditions. It is based on the report "Surfacing Alternatives for Unsealed Roads" (report 37192).Publication Benin : Transport Assessment Note for Roads, Airports, and Port Sectors(Washington, DC, 2007-06-28)The purpose of this Economic Sector Work (ESW) is to: (i) provide a framework to help the government analyze transport sector issues and finalize the update of the transport sector strategy; and (ii) identify issues and challenges that can be addressed through donor funded operations. This ESW focuses on roads, air, and port transport. Transport infrastructure and services have a vital role to play in the economic and social development of the country. They were designed to facilitate the distribution and sale of income-generating products, mainly cotton; to promote goods transit towards neighboring countries; and to facilitate trade between towns and rural areas, and ensuring access to social infrastructure and services in the rural area. The formal transport sector contributes approximately seven percent of the gross domestic product (GDP), but its indirect contribution to the creation of added value is much greater.
Users also downloaded
Showing related downloaded files
Publication Thailand Monthly Economic Monitor, October 2025(Washington, DC: World Bank, 2025-10-22)Fiscal conditions remained stable, with a modest widening of the deficit to 3.1 percent of GDP. New stimulus measures are expected to support short-term demand without breaching the public debt ceiling. Inflation stayed negative, reflecting lower energy and food prices amid subdued domestic demand. The central bank kept the policy rate unchanged, citing limited policy space. Thailand’s growth momentum has slowed further as manufacturing activity and services weakened as projected. Tourism remained subdued, largely due to fewer Chinese visitors. Goods exports also slowed as earlier front-loaded orders faded, particularly in agriculture and industrial goods. The Thai baht depreciated in early October as the US dollar appreciated and the current account turned negative.Publication Digital Africa(Washington, DC: World Bank, 2023-03-13)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 Regional Poverty and Inequality Update: Latin America and the Caribbean, October 2025(Washington, DC: World Bank, 2025-10-23)This brief summarizes recent facts related to poverty and inequality in Latin America and the Caribbean (LAC) using the latest wave of harmonized household surveys from the Socio-Economic Database for LAC (SEDLAC). This brief was produced by the Poverty Global Practice in the LAC Region of the World Bank.Publication Housing Subsidies for Refugees(Washington, DC: World Bank, 2025-01-22)Refugees require assistance for basic needs like housing but local host communities may feel excluded from that assistance, potentially affecting community relations. This study experimentally evaluates the effect of a housing assistance program for Syrian refugees in Jordan on both the recipients and their neighbors. The program offered full rental subsidies and landlord incentives for housing improvements, but saw only moderate uptake, in part due to landlord reluctance. The program improved short-run housing quality and lowered housing expenditures, but did not yield sustained economic benefits, partly due to redistribution of aid. The program unexpectedly led to a deterioration in child socio-emotional well-being, and also strained relations between Jordanian neighbors and refugees. In all, housing subsidies had limited measurable benefits for refugee well-being while worsening social cohesion, highlighting the possible need for alternative forms of aid.Publication Ukraine Country Environmental Analysis(World Bank, Washington, DC, 2016-01)The objective of the Country Environmental Analysis (CEA) is to assess the adequacy and performance of the policy, legal, and institutional framework for environmental management in Ukraine, in light of the decentralization process of environmental governance and wider reform objectives, and to provide recommendations to government to address the key gaps identified. Ukraine is the second largest country in Europe and has a population of 43 million, the majority of whom live in urban areas. It is a lower middle income country, with the services, industry and agriculture sectors being main contributors to the country’s Gross Domestic Product (GDP). Ukraine faces a number of environmental challenges, as identified in its National Environmental Strategy 2020 (NES). Key among these are: air pollution; quality of water resources and land degradation; solid waste management; biodiversity loss; human health issues associated with environmental risk factors; in addition to climate change. The scope of Ukrainian environmental legislation is quite broad and comprehensive (more than 300 legal acts) and covers most areas of environmental protection and natural resources management. However, the environmental legislation faces a number of weaknesses:The environmental legislation is largely declaratory in nature and does not have all the essential enforcement mechanisms for the implementation of legal acts and international agreements; Many of the acts are not coordinated with each other; and Legislation undergoes limited analysis of its impact—for example, no in-depth analysis such as Regulatory Impact Analysis is conducted for proposed pieces of legislation.