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The World Bank (WB) is a vital source of financial and technical assistance across the transport sector in India. While financial resources and technical expertise are vital, they are not sufficient to promote sustainable development. This requires strong and durable institutions in client countries. In India's transport sector, the extent to which sustained Institutional Development has been achieved varies significantly between projects. An understanding of the factors that led to successful outcomes and sustained institutional development is key to ensuring long-term added value of WB and client country investments. The Institutional Development Roadmap (IDR) presents a set of four interrelated tools that can help TTLs and IAs develop projects that coherently integrate infrastructure and ID, specifically focusing on building sustainable capacity to achieve both. The IDR contributes toward ensuring high impact, sustainable development by providing a systematic way to assess the environment for change and the capacity of IAs to achieve clear and measurable development outcomes. The IDRT is informed by the building blocks of political economy analysis, focusing on how power and resources are distributed and contested in specific areas of possible project support. It was designed to identify opportunities and challenges in these areas by addressing how formal and informal interests, incentives, and institutions support or prevent the reforms required for sustainable ID. The tools also recognize the importance of engaging key stakeholders (including citizens impacted by potential WB projects) in designing and implementing sustainable interventions that are achievable within the project life cycle and sustainable after the project closes.

Governance --- National Governance --- Public Sector Development --- Public Sector Management and Reform --- Roads --- Roads and Highways --- Transport

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Procurement packaging has important effects on not only the bidders' bidding behavior, but also contractors' performance. By changing the size of public contracts, procurers can encourage (or discourage) market competition and improve contract performance, avoiding unnecessary cost overruns and project delays. In practice, there is no single solution about how to package public contracts. With procurement data from road projects in Nepal, this paper examines the optimal size of road contracts in rural areas. The optimum varies depending on policy objectives. To maximize the bidder participation, the length of road should be about 11 kilometers. To minimize cost overruns and delays, the contracts should be much larger at 17 and 21 kilometers, respectively. Compared with the current procurement practices, the findings suggest that procurers take more advantage of enlarging road packages, although contracts that are too large may increase the risk of discouraging firms from participating in public tenders.

Competition --- Contract Law --- Debt Markets --- Government Procurement --- Macroeconomics and Economic Growth --- Market entry --- Post Conflict Reconstruction --- Public procurement --- Rural roads, auction theory --- Transport --- Transport Economics Policy & Planning

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The world's climate is changing. It is well recognized that technical standards and project specifications of public infrastructure have to be adjusted, depending on the climate. However, it is less recognized that the public infrastructure procurement also needs to be adjusted. This paper examines a particular case of rural road procurement in Nepal. Severe weather conditions, such as heavy rains and storms, are likely to interrupt civil works and wash away unpaved or gravel roads. It is found that heavy precipitation causes delays, but not cost overruns. The paper also shows that budgetary efficiency and credibility could be improved by taking climate conditions into account. If future precipitation were anticipated by backward-looking expectations, many large project delays could be avoided. If the autoregressive precipitation model were used, the vast majority of the observed delays could be eliminated.

Climate Change Mitigation and Green House Gases --- Global Environment Facility --- Macroeconomics and Economic Growth --- Public procurement --- Roads & Highways --- Rural Roads & Transport --- Rural roads, ex post contract adjustments, climate conditions --- Transport --- Transport Economics Policy & Planning

Choose an application

• Reference Manager
• EndNote
• RefWorks (Direct export to RefWorks)

Procurement packaging has important effects on not only the bidders' bidding behavior, but also contractors' performance. By changing the size of public contracts, procurers can encourage (or discourage) market competition and improve contract performance, avoiding unnecessary cost overruns and project delays. In practice, there is no single solution about how to package public contracts. With procurement data from road projects in Nepal, this paper examines the optimal size of road contracts in rural areas. The optimum varies depending on policy objectives. To maximize the bidder participation, the length of road should be about 11 kilometers. To minimize cost overruns and delays, the contracts should be much larger at 17 and 21 kilometers, respectively. Compared with the current procurement practices, the findings suggest that procurers take more advantage of enlarging road packages, although contracts that are too large may increase the risk of discouraging firms from participating in public tenders.

Competition --- Contract Law --- Debt Markets --- Government Procurement --- Macroeconomics and Economic Growth --- Market entry --- Post Conflict Reconstruction --- Public procurement --- Rural roads, auction theory --- Transport --- Transport Economics Policy & Planning