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The definition of low volume roads (LVRs) is not time static and it varies from place to place around the world. The importance of such roads for providing access, in connecting communities and link farms to markets is well appreciated worldwide. LVRs are credited as the direct source of social economic development in rural communities, growth, reduction of poverty and sustaining livelihood. Nevertheless, the LVR network is growing at an unsatisfactory rate especially in Sub-Saharan Africa. The slow rate in developing LVR network is attributed to the high cost of construction and maintenance. To the author’s perspective, research has a significant role in lowering both maintenance and construction costs and in turn realise a growth in the network size and adequacy. To demonstrate the importance of research in road development, a comparison has been made between the current and the previous pavement design methods for LVRs in Tanzania. The improvement so far has been in the determination of subgrade strength using the Dynamic Cone Penetration (DCP) method instead of the less accurate and more demanding California Bering Ratio (CBR) method; a simpler approach in estimating design traffic load that is also less conservative; encouraging the use of local natural materials which could be marginal for construction instead of the conventional but expensive crushed rock; and improvement in layer design which result to less pavement thickness. While all these improvements enhance saving in pavement cost, it is argued that further development is possible through research especially in local materials and procedures.

Advancements in satellite-based forest monitoring increasingly enable the near real-time detection of small-scale tropical forest disturbances. However, there is an urgent need to enhance such monitoring methods with automated direct driver attributions to detected disturbances. This would provide important additional information to make forest disturbance alerts more actionable and useful for uptake by different stakeholders. In this study, we demonstrate spatially explicit and near real-time methods to monitor direct drivers of small-scale tropical forest disturbance across a range of tropical forest conditions in Suriname, the Republic of the Congo and the Democratic Republic of the Congo. We trained a convolutional neural network with Sentinel-1 and Sentinel-2 data to continuously classify newly detected RAdar for Detecting Deforestation (RADD) alerts as smallholder agriculture, road development, selective logging, mining or other. Different monitoring scenarios were evaluated based on varying sensor combinations, post-disturbance time periods and confidence levels. In general, the use of Sentinel-2 data was found to be most accurate for driver classifications, especially with data composited over a period of 4 to 6 months after the disturbance detection. Sentinel-1 data showed to be valuable for more rapid classifications of specific drivers, especially in areas with persistent cloud cover. Throughout all monitoring scenarios, smallholder agriculture was classified most accurately, while road development, selective logging and mining were more challenging to distinguish. An accuracy assessment throughout the full extent of our study regions revealed a Macro-F1 score of 0.861 and an Overall Accuracy of 0.897 for the best performing model, based on the use of 6-month post-disturbance Sentinel-2 composites. Finally, we addressed three specific monitoring use cases that relate to rapid law enforcement against illegal activities, ecological impact assessments and timely carbon emission reporting, by optimizing the trade-off in classification timeliness and confidence to reach required accuracies. Our findings demonstrate the strong capacities of high spatiotemporal resolution satellite data for monitoring direct drivers of small-scale forest disturbance, considering different user interests. The produced forest disturbance driver maps can be accessed via: https://bartslagter94.users.earthengine.app/view/forest-disturbance-drivers.

En el presente trabajo encontrara un análisis de las políticas públicas en Colombia para el sector de infraestructura de los últimos dieciséis años, que permitió el desarrollo del Proyecto Cruce de la Cordillera Central, Túnel de la Línea. Partiendo de la importancia del progreso económico y comercial del país, a partir del sector transporte que aporta competitividad, se analizan las acciones implementadas por los gobiernos durante este periodo para consolidar una de las obras de mayor importancia de desarrollo vial. Se presenta un recorrido histórico de la evolución de la obra, desde su concepción inicial, atravesando los hitos de la ejecución y la contratación, hasta llegar a las expectativas del país con su puesta en funcionamiento. Además, se realizan algunas apreciaciones sobre las dificultades experimentadas y recomendaciones para mejorar de cara al futuro en el desarrollo de obras de infraestructura. Introducción 1 Pregunta problema 2 Objetivos 2 Objetivo general 2 Objetivos específicos 2 Marco teórico 3 Conclusiones 24 Bibliografía 27 In this paper you will find an analysis of public policies in Colombia for the infrastructure sector of the last sixteen years, which allowed the development of the Central Cordillera Crossing Project, Tunnel of the Line. Starting from the importance of the economic and commercial progress of the country, from the transport sector that contributes competitiveness, the actions implemented by the governments during this period are analyzed to consolidate one of the most important road development works. A historical journey of the evolution of the work is presented, from its initial conception, going through the milestones of execution and contracting, until reaching the country's expectations with its commissioning. In addition, some assessments are made on the difficulties experienced and recommendations to improve for the future in the development of infrastructure works. Especialización

Road infrastructure plays a significant role in nation abuilding. The overall economic development of the country is directly determined by the availability of number of kilometres of road length. Decentralization has provided greater autonomy to the authorities for the creation of road infrastructure under the planning process. India’s economic development is largely depending upon the rural development and it is depending upon the increased road length. In the recent years after the adoption of the decentralized planning the road development has been gradually increasing and as a result it is supporting for the increment of the rural development over the period. The present paper focuses on the road developments in the selected south Indian states. &nbsp

PubMedID: 29209817 Development of road network is one of the strongest drivers of habitat fragmentation. It interferes with ecological processes that are based on material and energy flows between landscape patches. Therefore, changes in temporal patterns of roads may be regarded as important landscape-level environmental indicators. The aim of this study is to analyze road development and associated agricultural land use change near the town of Erdemli located in the eastern Mediterranean coast of Turkey. The study area has witnessed an unprecedented development of agriculture since the 2000s. This process has resulted with the expansion of the road network. Associations between agricultural expansion and road development were investigated. High-resolution satellite images of 2004 and 2015 were used to analyze spatial and temporal dimensions of change. Satellite images were classified using a binary approach, in which land areas were labeled as either “agriculture” or “non-agriculture.” Road networks were digitized manually. The study area was divided into 23 sublandscapes using a regular grid with 1-km cell spacing. Percentage of landscape (PL) for agriculture and road density (RD) metrics were calculated for the earlier (2004) and later (2015) years. Metric calculations were performed separately for each of the 23 sublandscapes in order to understand spatial diversity of agriculture and road density. Study results showed that both RD and PL exhibited similar increasing trends between 2004 and 2015. © 2017, Springer International Publishing AG, part of Springer Nature. CAYDAG 111Y253 Funding information This project is supported by Turkish Scientific and Technological Research Council (TUBITAK) under the Grant Number CAYDAG 111Y253.

Regional integration in sub-Saharan Africa (SSA) is crucial for its further economic development and, more importantly, its structural transformation away from agriculture towards higher value-added activities, such as manufacturing and services. Yet there are many paths towards greater integration, some of which are easier than others. In order to gain insights into how regional integration is occurring in SSA, determine impediments to it, and develop recommendations for how the World Bank and other development agencies can help further facilitate it, the World Bank commissioned a set of political economy of regional integration studies covering sector analyses of agriculture, financial services, professional services, trade facilitation, and transport. This report summarizes the findings from the sector studies and suggests recommendations for further efforts in these areas by the World Bank and other development agencies. In a comparative context, the findings of the studies suggest cautious optimism for regional integration efforts in sub-Saharan Africa. Economic integration is more likely to succeed when it occurs alongside regional attempts at improving political stability and or developing joint infrastructure.

Romania faces today the critical need to enhance the coordination of public investment programs and projects in order to ‘do more with less,’ maximizing development impact given limited financial resources available. In this context, ‘value for money’ is the key guiding principle of public investments, making this final report is both critically important and timely. Romania’s preparations for the 2014-2020 EU programming period are in full swing, with multiple operational programs recently approved. In parallel, the Government is working on revamping instruments financed entirely from the state budget. The core focus is on the National Local Development Program (PNDL), the main state-budget-funded investment program for local infrastructure development, though findings and recommendations may be extrapolated to other state-budget-funded instruments (e.g., the Environment Fund) and, indeed, as decentralization and regionalization may evolve in the future, subnational governments may also apply the lessons of this work. The main goal of this work is to recommend and facilitate the adoption of prioritization and selection criteria that enhance coordination at the level of infrastructure programs and the projects they finance.

This paper provides perspectives on patterns of public-private partnerships in infrastructure across time and space. Public-private partnerships are a new term for old concepts. Much infrastructure started under private auspices. Then many governments nationalized the ventures. Governments often push infrastructure providers to keep prices low. In emerging markets, the price of water covers maybe 30 percent of costs on average, that of electricity some 80 percent of costs. This renders public infrastructure ventures dependent on subsidies. When governments run into fiscal troubles, they often look again for public-private partnerships, and price increases. As a result, public-private partnerships keep making a comeback in most countries, but are not always loved. Waves of interest in public-private partnerships sweep different countries at different times. Overall, in emerging markets today, public-private partnerships account for some 20 percent of infrastructure investments, with wide variations across countries and from year to year. There is no “killer” rationale for public-private partnerships. They can help raise financing when governments face borrowing constraints. They can be more efficient when sound incentives are applied. Existing evaluations suggest public-private partnerships tend to perform often a bit better than public provision. Yet, well-run governments can do as well. Public-private partnerships provide mechanisms to improve the governance of infrastructure ventures where governments are flawed. Once the fiscal troubles are over, the politics of pricing assert themselves again. Tight pricing erodes the profitability of public-private partnerships and the wheel of privatization and nationalization keeps turning, as it has since modern infrastructure services were invented.

Turkey’s demographic and economic transformation has been one of the world’s most dramatic, with urban growth and economic growth proceeding hand in hand. Distinguishing Turkey from many other developing countries has been the pace, scale, and geographical diversity of its spatial and economic transformation. Fast-growing secondary cities bring added challenges that define Turkey’s second-generation urban agenda. New and differentiated service standards will need to be established across both dense urban built-up areas and small villages and rural settlements within the newly-expanded metropolitan municipality administrative area. These developments make planning, connecting, and financing important policy principles for Turkey’s second-generation urban development agenda. This policy brief frames a second-generation urban development agenda to support Turkey’s transition from upper middle income to high income.

The aim of this paper is to provide feedback on the question of socioeconomic benefits from rural road development and the impact of transport infrastructure on the poor, particularly the poorest and the bottom 20 percent of the population. This paper relies on impact evaluation methodologies, which are traditionally used in social sectors but less so in the transport sector. The study, including first surveys, was launched in 2003 under the Tocantins Sustainable Regional Development Project. The paper highlights the context that led to the project’s design, which included an impact evaluation of the works envisaged under the project. The paper also highlights some of the main challenges faced by this impact evaluation and how these challenges were addressed for the present study. It then provides details about the data collected during the surveys and the key relevant characteristics of the population targeted by the surveys. It discusses the possible estimation methods envisioned to undertake the study and provides the main results of the assessment based on these methods. The analysis shows that improved rural roads changed people’s transport modal choice. People used more public buses and individual motorized vehicles after the rural road improvements. The paper also finds that the project increased school attendance, particularly for girls. Although the evidence is relatively weak in statistical terms, it indicates that the project contributed to increasing agricultural jobs and household income in certain regions.

This report provides a diagnostic and a set of recommendations for the coordination of infrastructure investments in three main sectors in Romania: roads; water and wastewater; and social infrastructure (education, health, culture, and sports). The proposals formulated are targeted primarily at the main client of this work, the Ministry of Regional Development and Public Administration (MRDPA) and specifically at the Directorate General for Regional Development and Infrastructure (DG RDI), which manages the most important state-budget-funded program for local infrastructure investments – the National Local Development Program (PNDL). Other key stakeholders include the Center of Government (CoG), the Ministry of Public Finances, the Ministry of European Funds, other central authorities in charge of EU and/or state-funded investment programs, Regional Development Agencies, and county and local councils. While customized for the PNDL, the recommendations that follow can be replicated across all state-budget-funded investment programs. This report presents multiple instruments for promoting coordination: dedicated platforms, harmonization of investment programs (design, financing criteria, producers), and knowledge sharing of good practices at the local level.

The Timor-Leste Government’s 2011-2013 strategic development plan (SDP) outlines its plan for achieving upper-middle income country status, with a secure, well-educated, and healthy population, by 2030. It argues that the four key national attributes of political will, economic potential, national integration, and a dynamic population will underpin the achievement of this vision. The development of infrastructure is a core pillar of the SDP. Thus, the SDP outlines specific plans for a number of large construction projects for the development of roads and bridges, water and sanitation facilities, electrical power generation facilities, telecommunications, and ports. The SDP recognizes that Timor-Leste currently lacks the core infrastructure required to support a modern and productive economy. According to the SDP, government spending on infrastructure will drive high, double-digit rates of economic growth in the short and medium term, contributing to a rate of growth of 8 percent by 2020. The SDP also emphasizes the construction of infrastructure as a means to achieve its stated goals in the pillars of economic development, notably agriculture, and the development of social capital. The SDP commits the government to a significant school building program and to the expansion and rehabilitation of health facilities such as local clinics and hospitals.

Road networks are essential for economic, social, environmental, and security reasons. Road networks are therefore considered critical networks according to the consequences of their disruptions (Tacnet and Mermet 2012). Flooding poses an important threat to roads, and can lead to massive obstruction of traffic and damage to road structures, with possible long-term effects (Buren and Buma 2012). Flooding leads to significant repair costs for road control authorities, access difficulties for emergency services (Versini, Gaume, and Andrieu 2010a), and disruption for road users and the community at large. The consequences for businesses and the economy in general can be very significant (Brabhaharan, Wiles, and Frietag 2006). Because of the time and costs required for rebuilding, sustainable and long-term planning is crucial; therefore, the consideration of flood risk constitutes an important input for decision making in planning this type of infrastructure. Flood risk analysis for road networks allows plans to be carried out in an appropriate manner, allocating resources for prevention, mitigation, and restoration (Balijepalli and Oppong 2014; Jenelius and Mattsson 2014). This report summarizes the main concepts and methodologies that are used to assess flood risk for road networks. The report presents references and examples, and is intended to be a starting point for practitioners in the field.

Various transport-related agencies and local governments develop their respective transport plans or strategies to address bottlenecks and improve outcomes in the transport sector. However, to be able to bring a more focused or targeted intervention that is more inclusive, these various strategies need to focus on establishing interconnectivity between key urban growth centers and between lagging and fast-growing regions, and creating supporting institutions that promote greater integration. Upon the request of the National Economic and Development Authority, a framework plan was developed to provide policy-makers with a strategic framework to help identify the transport needs of the Philippines and guide in implementing an integrated, more coordinated approach to establishing stronger transport infrastructure linkages to support the country’s inclusive growth agenda. The framework plan was developed under the guidance of a vision and goals developed by stakeholders across the Philippines. This comprehensive vision can be summarized as ‘Bringing us all closer together for prosperity.’ The geographic focus of the Framework Plan includes all of the Philippines outside of Metro Manila. This Framework Plan does not replicate the work being done by the Japan International Cooperation Agency (JICA) for Metro Manila (the JICA study covers Metro Manila with an approximate radius of 100 kilometers and is being conducted to evaluate specific transport infrastructure projects for the Metro Manila area). Future improvements and needs of transportation infrastructure to meet the demand for long-distance transport to and from Metro Manila and to other urban/economic centers in the Philippines are considered; nevertheless, national-level strategies recommended in this study affect all areas of the Philippines.

The World Bank Group, DFAT-Australia, and Carnival Australia have partnered to conduct this study of the economic impact of cruise ship tourism in Vanuatu. Data gathering and analysis for this study was carried out by Net Balance Management Group. Over the past 10 years, Vanuatu’s cruise arrivals have grown by 15 percent per year. Cruising to Vanuatu has been buoyed by an advantageous location within a few days’ sail of Australia, a varied destination offering centered on Port Vila, and consistently positive passenger feedback. In 2013, more than 240,000 people arrived in Vanuatu by cruise ship. This translates into 490,000 passenger days. The goal of this study is to quantify the economic impacts of cruising, and to provide data on the cruise sector’s effect on economic activity. The study then identifies a set of investment opportunities that can help to increase the economic benefits of cruise tourism in Vanuatu. This report therefore seeks to provide a platform that can be used by government, the private sector and donor partners to support further strategic, targeted development of cruising. Data on tourism, and by extension on cruise tourism, is not readily available in Vanuatu. This report is an attempt to capture initial economic information about the cruise industry and to provide a point of departure for additional research into the economic, social and environmental impacts of the cruise sector.

Infrastructure has made a net contribution of around one percentage point to Nigeria's improved per capita growth performance in recent years, in spite of the fact that unreliable power supply held growth back. Raising the country's infrastructure endowment to that of the region's middle-income countries could boost annual growth by around four percentage points. Nigeria has made important strides toward improving much of its infrastructure. Compared to many African peers, Nigeria has relatively advanced power, road, rail, and information and communications technology (ICT) networks that cover extensive areas of the nation's territory. In recent years, Nigeria has conducted several important infrastructure sector reforms. The ports sector has been converted to a landlord model, and terminal concessions now attract private investment on a scale unprecedented for Africa. The power sector is undergoing a restructuring, paving the way for performance improvements; the sector is finally on a path toward raising tariffs to recover a larger share of costs. Bold liberalization measures in the ICT sector have resulted in widespread, low-cost mobile services, Africa's most vibrant fixed-line sector, and major private investments in the development of a national fiber-optic backbone. A burgeoning domestic air transport sector has emerged, with strong private carriers that have rapidly attained regional significance.

This report reviews and recommends strategies to regulate the trade of wildlife through Ulaanbaatar, Mongolia. Ulaanbaatar is an ideal site to launch an effort to support improved enforcement of wildlife trade regulations. The city is the seat of Mongolia's government, media markets, and civil society, as well as the center of the wildlife trade. Some of the country's largest raw materials markets are located to the east and west of the city. Ulaanbaatar's many road inspection points, its train station, and its airport are all strategic sites for enforcing trade regulation. Responsibility for enforcement of wildlife trade regulations is distributed among half a dozen different agencies. This report focuses specifically on Mongolia's existing legal framework for controlling the wildlife trade, and on strategies for improving enforcement, particularly in Ulaanbaatar. Before turning to those subjects, the next section provides a brief overview of the Mongolian wildlife trade.

The Africa Infrastructure Country Diagnostic (AICD) has gathered and analyzed extensive data on infrastructure in around 40 Sub-Saharan countries, including the Democratic Republic of Congo (DRC). The results have been presented in reports covering different areas of infrastructure ICT, irrigation, power, transport, water and sanitation and different policy areas, including investment needs, fiscal costs, and sector performance. This report presents the key AICD findings for the DRC, allowing the country's infrastructure situation to be benchmarked against that of its African peers. Given that the DRC is a fragile state trying to catch up with other low-income countries (LICs) in the region, both fragile-state and LIC African benchmarks will be used to evaluate the DRC's situation. Detailed comparisons will also be made with immediate regional neighbors in Central Africa. Several methodological issues should be borne in mind. First, because of the cross-country nature of data collection, a time lag is inevitable. The period covered by the AICD runs from 2001 to 2006. Most technical data presented are for 2006 (or the most recent year available), while financial data are typically averaged over the available period to smooth out the effect of short-term fluctuations. Second, in order to make comparisons across countries, indicators had to be standardized to place the analysis on a consistent basis. This means that some of the indicators presented here may be slightly different from those that are routinely reported and discussed at the country level. During the period from 2001 to 2005, per capita economic growth in DRC was on average 2.1 percent higher than during the period from 1991 to 1995. Despite this improvement, growth levels, which oscillated between 4 and 8 percent in the early 2000s, still fell short of the sustained 7 percent per year needed to meet the Millennium Development Goals (MDGs). Improved telecommunications infrastructure has been the main driver of this change, contributing 1.1 percentage points to the country's per capita growth rate. Deficiencies in power infrastructure, on the other hand, held back per capita growth by 0.25 percentage point over this period.

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.

As market reforms to the Mongolian economy continue and the country enjoys rapid economic growth, the environment has entered a period of unprecedented pressure. Mining, infrastructure development and tourism development, in particular, are undergoing rapid expansion, and all pose risks to Mongolia's globally important biodiversity. In order to strengthen its safeguard review process in Mongolia, specifically implementation of its operational policy on natural habitats, the World Bank contracted Birdlife Asia to identify important areas of natural habitat in the country, and assess the extent to which these areas overlap with development plans. Birdlife Asia undertook this study in close collaboration with the Wildlife Science and Conservation Center (WSCC) of Mongolia. The study looked at the extent of overlap between sites of conservation importance on the one hand, and mining licenses, major infrastructure plans, and tourist camp locations on the other. It determined the scale of overlap at the national level, provided a strategic overview of potential impacts, and identified particular sites where there is cause for concern. Recommendations were made for how environmental issues arising might be addressed, including examples of guidance and best practice from outside of Mongolia.