Publication: The Regional Balkans Infrastructure Study Update: Enhancing Regional Connectivity, Identifying Impediments and Priority Remedies
Loading...
Files in English
595 downloads
146 downloads
456 downloads
Published
2015-09-01
ISSN
Date
2017-09-27
Author(s)
Editor(s)
Abstract
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.
Link to Data Set
Citation
“World Bank. 2015. The Regional Balkans Infrastructure Study Update: Enhancing Regional Connectivity, Identifying Impediments and Priority Remedies. © World Bank. http://hdl.handle.net/10986/28413 License: CC BY 3.0 IGO.”
Digital Object Identifier
Associated URLs
Associated content
Other publications in this report series
Journal
Journal Volume
Journal Issue
Related items
Showing items related by metadata.
Publication ECCAS's Infrastructure : A Regional Perspective(2011-10-01)Sound infrastructure is fundamental for growth across the Economic Community of Central African States (ECCAS). During 1995-2005, improvements in infrastructure boosted growth in Central Africa by 1 percentage point per capita annually, primarily due to the introduction and expansion of mobile telephony. Improved roads also made a small contribution. Conversely, inadequate power deterred growth to a greater degree than elsewhere in Africa. ECCAS must address a complex set of challenges. Economic activity takes place in isolated pockets separated by vast distances. Two countries are landlocked and dependent on regional corridors; seven countries have populations of under 10 million; and eight have economies that are smaller than $10 billion/year. This difficult economic geography demands a regional approach to developing infrastructure. Yet Central Africa's infrastructure has the poorest performance record in all of Africa on most aggregate indicators. Transportation is slow and the most expensive in Sub-Saharan Africa, with poor road conditions, border delays, port delays, time-consuming administrative processes, no integrated railway network, and inefficient air transport. The ICT backbone is still in its early stages; access rates are low and the prices of critical services are the highest in Africa. ECCAS has the least-developed power sector on the continent despite significant hydropower resources. If Central Africa's infrastructure could be improved to the level of Mauritius, regional growth performance would be boosted by some 5 percentage points, with power making the strongest contribution. The cost of such an improvement is estimated at $1.8 billion/year for a decade and will require external assistance.Publication Trade and Transport Facilitation in South Asia : Systems in Transition, Volume 2. Annexes(Washington, DC, 2008-06-23)Over the past few decades, the World trading system has become increasingly more open. Tariff rates have been reduced and quantitative restrictions (quotas) have been progressively eliminated, e.g. the Multi-Fiber Agreement (MFA). Most countries have adopted more outward-looking economic policies, seeking to increase growth and employment through expanding exports. Such outward looking policies have even been adopted by countries which previously pursued policies based on import substitution as in South Asia. Protective trade restrictions still persist, but tend to be in terms of more subtle non-tariff barriers (such as sanitary or phyto-sanitary standards), though anti-dumping measures and temporary quantity restrictions are still used by many countries to shield domestic producers. Trade regulations no longer solely attempt to protect domestic producers; their scope has extended to cover the need for enhanced security and the desire for greater consumer protection through the traceability of the production chain for many agricultural products. Intense competition compels firms to reduce costs throughout their manufacturing and distribution processes. Outsourcing to lower cost firms and countries has been one major source of cost reduction, reduced inventory costs through just-in-time manufacturing, and distribution systems has been another. Both are predicated on efficient, reliable and low-cost supply chains. With the worldwide fall in tariff levels, the efficiency of supply chains and the associated logistics costs are becoming core determinants of the competitiveness of both firms and countries. They may also influence the destination of inward direct investment; many countries can offer low labor costs and tax incentives, fewer can offer quick, efficient, reliable, and low cost logistics.Publication Guatemala : Elements of a Transport and Logistics Strategy(World Bank, Washington, DC, 2015-01)This document has been produced by the World Bank to support the Government of Guatemala as it improves its transport and logistics sector management in pursuit of enhanced country competitiveness. It identifies and defines elements of a National Transport and Logistics Strategy (NTLS) through the development of a methodology which analyzes bottlenecks and related costs along the main logistics corridors. It does so with a view to (a) mobilizing support in the trading community (essentially private sector) for logistic service improvements, (b) identifying the need for broader public-sector reforms in transport which indirectly impact logistics performance, and (c) helping the Government to set sector priorities and hence to prioritize public investment. At the same time, it points out where improved data and monitoring of performance are needed in order to better quantify economic costs, diagnose key logistics issues, and track improved performance. It thereby proposes, as part of the set of recommended activities, to build the Government of Guatemala s capacity to measure performance and take action. While the document is based on sound analysis of some aspects of the country s logistics system, it must be considered primarily a starting point which is subject to broad country dissemination and debate by public and private stakeholders.Publication Baltic States and Poland Trade Logistics Review(Washington, DC, 2010-07)The Baltic States; Estonia, Latvia and Lithuania and Poland are situated along strategic trade corridors within Europe, constituting the EUs eastern border with Russia and other CIS countries. EU membership has triggered rapid economic growth for the Baltic States and Poland due to the removal of trade barriers and reduced transaction costs. A heavy influx of EU grants has targeted development and improvement of transport infrastructure, and this support will continue until 2015. The EU grants are largely used for development of international corridors, which play a key role in strengthening the competitiveness of these new member states. Since their accession to the EU in 2004, these countries enjoyed remarkable growth. While the countries underwent varying degrees of contractions in 2009, signs of recovery are showing albeit with considerable uncertainty in the future. Growth in Estonia, Latvia and Lithuania in recent years has been unsustainable and was driven by a disproportionate increase in the non-tradable sector (construction, financial intermediation, real estate). This has had negative implications for competitiveness. The global economic crisis in 2009 has ended Poland?s fast economic expansion over the recent years, but in contrast to its neighbors Poland has avoided a decline in economic activity. Over the medium term, growth in Poland is expected to accelerate steadily in line with an improving external environment. The Baltic States and Poland are relatively competitive in trade logistics and have initiated reforms to facilitate trade, compared to their eastern neighbors, particularly Russia. Despite the plunge in 2008, freight transport and logistics development in the region has potential to continue to grow in the medium-term as some signs of recovery have begun to appear. The current economic situation has triggered a significant overcapacity of transport and warehousing which is characterized by very low prices for these services. While Poland remains relatively stable, Estonia, Latvia, and Lithuania are exhibiting higher vulnerability to external shocks. The most critical bottlenecks of transport logistics in the Baltic States and Poland are found in the deteriorating condition of their transport infrastructure, particularly that of road networks, lessdeveloped intermodal connections, and inefficiency of custom processing at border crossing points. Deteriorating road condition in these countries is largely due to inadequate maintenance and a comprehensive asset management system, albeit improving. Intermodal connections that are often inefficient are partly attributed to institutional arrangement that lacks inter-agency collaboration at the level of policy development and public investment. Custom procedures are particularly cumbersome and inefficient at the borders to non-EU member states. Nevertheless, the Baltic States and Poland have relative strengths in efficiency of domestic transport/logistics, cost-efficiency of trucking industry, and price-competitive port operation. The report various recommendations for strategic policy priorities for the Baltic States and Poland to leverage their own strengths to respond to various opportunities and challenges.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)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.
Users also downloaded
Showing related downloaded files
Publication Continental Drying: A Threat to Our Common Future(Washington, DC: World Bank, 2025-11-04)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.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 Taxes, Spending, and Equity: International Patterns and Lessons for Developing Countries(Washington, DC: World Bank, 2025-11-17)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 Kyrgyz Republic Country Climate and Development Report(Washington, DC: World Bank, 2025-11-03)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 Direct and Indirect Impacts of Transport Mobility on Access to Jobs: Evidence from South Africa(Washington, DC: World Bank, 2025-11-12)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.