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Transport connectivity is an important determinant of agglomeration economies and urbanization. However, measuring its impacts is a complex task when causality is considered. An important empirical challenge comes from potential endogeneity of infrastructure placement. To deal with the endogeneity problem, first, the paper constructs detailed georeferenced connectivity measurements based on micro shipping data collected over 10 years. Then, the system generalized method of moments regression is applied. Using unique data from the Caucasus and Central Asian countries, the paper estimates the impact of transport connectivity on agglomeration economies. It finds that agglomeration economies are significant and persistent in the region. Thus, the existing firm clusters are likely to continue growing. However, a constraint is also found. Large cities exhibit congestion diseconomies. Finally, the paper shows that the improvement of transport connectivity, especially local market accessibility, has a significant effect on agglomeration. By contrast, no clear evidence to support the impact of improved regional connectivity on agglomeration is observed yet. To take full advantage of agglomeration economies at the regional level, further efforts may be needed, for instance, toward increasing efficiency in transportation and logistics, improving the freight load, and/or reducing the time and costs of border crossing, which add to overall transport costs and times.
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The purpose of this manual is to provide technical staff ranging from site supervisors to engineers with a technical reference which details commonly used work methods and best practices for constructing rural roads. It describes all phases of works management from the initial stages of identification and design, through technical planning, work organization, works implementation procedures, site administration, to reporting and control.
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Investments in road infrastructure as a means for granting access and mobility have been an important part of the World Bank's strategy of fightingpoverty and increasing shared prosperity since its inception. Studies suggest that road infrastructure triggers economic development through reductions in transport and trade costs, which in turn leads to upgraded access to markets and social services (health, education, administrative, leisure); fosters agricultural production; alters production decisions; stimulates off-farm diversification; and catalyzes other income-earning opportunities. As a variate means to different ends, farmers use rural roads to take their produce to markets; workers to travel to their places of employment; tourists to head to their destinations; the pregnant and sick to seek urgent medical attention; children to get to school; transporters to make their deliveries; and families and friends to visit their loved ones. Bridging Africa's infrastructure gap is key to overcoming the continent's development challenges. Road infrastructure is a key component of this effort. Inadequate road infrastructure retards economic growth potential by undermining the export competitiveness of agricultural produce and other manufactured goods; curtails the opportunity for employment and business development; and impedes human development efforts in health and education. World Bank estimates indicate that Africa needs 93 billion dollars a year for its infrastructure sectors, with about two-thirds of it required for new investment in physical infrastructure, and the other third for maintenance and operations. Of this amount, road infrastructure is expected to take up about 18 billion dollars.
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Farm produce --- Rural roads --- Marketing.
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The literature lends empirical support for the idea that improvements to transport infrastructure lead to economic development. How and why the benefits of better transport differ between genders is less clear. This paper attempts to answer this question by combining a nonexperimental impact evaluation of a large-scale rural roads project in Vietnam with qualitative data collection. The paper finds that roads improve economic opportunities for agricultural production and trade: all households increase agricultural trade. Yet only households headed by men capitalize on these opportunities, experiencing an increase in agricultural output and income. Production and income do not increase in households headed by women. The result seems to be driven by a lower level of household labor and access to capital in female-headed households, which constrains their ability to make up-front investments to increase production and income. Overall, the results indicate that female-headed households face constraints in taking advantage of newly created economic opportunities. Coordinating transport investments with complementary development programs addressing these constraints can improve the benefits of better transport for such households.
Gender --- Mixed Methods --- Roads --- Rural Roads --- Transport
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Transport connectivity is an essential part of the enabling environment for inclusive and sustained growth. In many developing countries, particularly in Africa, the vast majority of farmers are still disconnected from local, regional, and global markets. To reduce poverty and support inclusive economic growth, rural access is key. The Sustainable Development Goals (SDGs) aim to build resilient infrastructure, promote inclusive and sustainable industrialization, and foster innovation(Goal 9), for whichTarget 9.1 is to develop quality, reliable, sustainable andresilient infrastructure to support economic developmentand human well-being, with a focus on affordableand equitable access for all. The Rural Access Index (RAI)is proposed as an indicator to measure this target.The definition is also simple enough to understand and usenot only in transport, but also in the broader development context, such as poverty alleviation. In the initial study, the RAI was estimated at 68.3 percent based onhousehold surveys, leaving a rural population of about one billion unconnected to a good quality road network. It is important to update the RAI in a timely manner anduse it in actual operations. Unfortunately, however, the previous methodology has several disadvantages, suchas inconsistency across countries, lack of sustainability ofregular updates, and weak operational relevance and clientownership. In particular, it is generally costly to relyon a household survey, which limits the sustainability ofthe index. In addition, the household-based approachcannot be spatially representative enough, limiting operational usefulness. With different tools and innovative technologies, it is now becoming easier and very possible to collect data, update the condition of the road network, and revise the RAI more regularly.
Roads --- Rural Development --- Rural Roads & Transport --- Transport
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This book was written because at the time when Development Partners focus especially on rural mobility, it is worth trying to know how to achieve better aid effectiveness in rural transport. So far, most Development Partners and governments in SSA have relied on two overarching assumptions, which have led to massive road investments: (i) most households in rural areas in Africa are not connected to markets and therefore need a road passable for a truck (all the more as they are remote), (ii) roads with high level of service are crucial to achieve high economic impact. We demonstrate in this bo
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Roads --- Rural roads --- Location --- Mathematical models. --- Environmental aspects
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Commercial vehicles. --- Roads --- Rural roads --- Transportation, Automotive. --- Transportation. --- Economic aspects.
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A change in the transport sector's current approach to selecting rural road investments is warranted. A proposed approach builds on some of the poverty-focused "hybrid" methods found in recent rural road appraisals, recognizing that an important share of the benefits to the poor from rural roads cannot be measured in monetary terms.
Poverty --- Public investments --- Rural roads --- Economic aspects --- Finance.
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