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World Development Report 1994, the seventeenth in this annual series, examines the link between infrastructure and development and explores ways in which developing countries can improve both the provision and the quality of infrastructure services. In recent decades, developing countries have made substantial investments in infrastructure, achieving dramatic gains for households and producers by expanding their access to services such as safe water, sanitation, electric power, telecommunications, and transport. Even more infrastructure investment and expansion are needed in order to extend the reach of services - especially to people living in rural areas and to the poor. But as this report shows, the quantity of investment cannot be the exclusive focus of policy. Improving the quality of infrastructure service also is vital. Both quantity and quality improvements are essential to modernize and diversify production, help countries compete internationally, and accommodate rapid urbanization. The report identifies the basic cause of poor past performance as inadequate institutional incentives for improving the provision of infrastructure. To promote more efficient and responsive service delivery, incentives need to be changed through commercial management, competition, and user involvement. Several trends are helping to improve the performance of infrastructure. First, innovation in technology and in the regulatory management of markets makes more diversity possible in the supply of services. Second, an evaluation of the role of government is leading to a shift from direct government provision of services to increasing private sector provision and recent experience in many countries with public-private partnerships is highlighting new ways to increase efficiency and expand services. Third, increased concern about social and environmental sustainability has heightened public interest in infrastructure design and performance. This report includes the World Development Indicators, which offer selected social and economic statistics for 132 countries.
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Policy makers and city planning professionals who work on transit-oriented development are often interested in evaluating the quality of physical environment around metro stations. How to carry out this task comprehensively, effectively and repeatedly, with limited time and budget? Under the GEF Sustainable Cities Integrated Approach Pilot Project (P156507), the task team has explored the possibility of utilizing street view photos and machine learning models. The analysis measures physical environment from four aspects, id est, convenience, comfort, vibrancy and characteristics using 14 subsets of indicators. It covers 201 stations within the 5th Ring Road of Beijing and all indicators are measured for areas within 10-minute walking distance from the metro stations. The analytic results can be used to support data-driven and evidence-based city planning and zoning.
Big Data --- Transport --- Transport Economics Policy and Planning --- Urban Development --- Urban Economic Development --- Urban Transit
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This paper reviews the literature on the fiscal policy instruments commonly used to reduce transport sector externalities. The findings show that congestion charges would reduce vehicle traffic by 9 to 12 percent and significantly improve environmental quality. The vehicle tax literature suggests that every 1 percent increase in vehicle taxes would reduce vehicle miles by 0.22 to 0.45 percent and CO2 emissions by 0.19 percent. The fuel tax is the most common fiscal policy instrument; however its primary objective is to raise government revenues rather than to reduce emissions and traffic congestion. Although subsidizing public transportation is a common practice, reducing emissions has not been the primary objective of such subsidies. Nevertheless, it is shown that transport sector emissions would be higher in the absence of both public transportation subsidies and fuel taxation. Subsidies are also the main policy tool for the promotion of clean fuels and vehicles. Although some studies are very critical of biofuel subsidies, the literature is mostly supportive of clean vehicle.
Atmospheric emissions --- Congestion --- Congestion charges --- Externalities --- Tax --- Transport --- Transport Economics, Policy and Planning --- Transport sector --- Vehicle --- Vehicle taxes --- Vehicle traffic
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This paper summarizes the evidence on the evolution of transport PPPs over the last 15 years or so. In the process, it provides a primer on the associated policy issues, including of the central role of project finance in the implementation of PPP policies and the debates on risk allocation in the design of PPPs. The paper also offers a discussion of the increasingly well recognized residual roles for the public sector in transport, with an emphasis on the regulatory debates surrounding the adoption of PPPs.
Airports --- Driving --- Railways --- Toll --- Toll Roads --- Transport --- Transport Economics, Policy and Planning --- Transport Infrastructure --- Transport Infrastructures --- Transport Sector --- Urban Transport
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This paper provides an overview of the major current debates on infrastructure policy. It reviews the evidence on the macroeconomic significance of the sector in terms of growth and poverty alleviation. It also discusses the major institutional debates, including the relative comparative advantage of the public and the private sector in the various stages of infrastructure service delivery as well as the main options for changes in the role of government (i.e. regulation and decentralization).
Climate Change --- Infrastructures --- Public Partnership --- Road --- Roads --- Sanitation --- Tax --- Transport --- Transport Economics, Policy and Planning --- Transport Sector --- Transport Services
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This paper summarizes the evidence on the evolution of transport PPPs over the last 15 years or so. In the process, it provides a primer on the associated policy issues, including of the central role of project finance in the implementation of PPP policies and the debates on risk allocation in the design of PPPs. The paper also offers a discussion of the increasingly well recognized residual roles for the public sector in transport, with an emphasis on the regulatory debates surrounding the adoption of PPPs.
Airports --- Driving --- Railways --- Toll --- Toll Roads --- Transport --- Transport Economics, Policy and Planning --- Transport Infrastructure --- Transport Infrastructures --- Transport Sector --- Urban Transport
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Road crash deaths and injuries in Nepal have been on a sharp upward trajectory since the early 2000s. In fi scal year 2017-18, 2,541 road deaths were offi cially reported in Nepal, which is equivalent to a fatality rate of 8.59 per 100,000 population. In the same period, 4,144 serious injury and several minor injury victims were also offi cially reported. However, according to World Health Organization data the estimated fatality rate in 2016 was 15.9 per 100,000 population, which is nearly double the offi cial estimate. In 2016, vulnerable road users (pedestrians, cyclists, and motorcyclists) accounted for around 72 percent of all road fatality victims, among the highest levels in the region, with pedestrians accounting for half of these. Road deaths have a disproportionate impact on the young, working age population. About 40 percent of people killed on Nepal's roads in 2017 -18 were less than 26 years old. In 2016, transport injuries were the second leading cause of death among men aged 15-49-years.
Mobility --- Roads and Highways --- Sustainable Development Goals --- Traffic Accidents --- Transport --- Transport and Trade Logistics --- Transport Economics Policy and Planning
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This paper reviews the literature on the fiscal policy instruments commonly used to reduce transport sector externalities. The findings show that congestion charges would reduce vehicle traffic by 9 to 12 percent and significantly improve environmental quality. The vehicle tax literature suggests that every 1 percent increase in vehicle taxes would reduce vehicle miles by 0.22 to 0.45 percent and CO2 emissions by 0.19 percent. The fuel tax is the most common fiscal policy instrument; however its primary objective is to raise government revenues rather than to reduce emissions and traffic congestion. Although subsidizing public transportation is a common practice, reducing emissions has not been the primary objective of such subsidies. Nevertheless, it is shown that transport sector emissions would be higher in the absence of both public transportation subsidies and fuel taxation. Subsidies are also the main policy tool for the promotion of clean fuels and vehicles. Although some studies are very critical of biofuel subsidies, the literature is mostly supportive of clean vehicle.
Atmospheric emissions --- Congestion --- Congestion charges --- Externalities --- Tax --- Transport --- Transport Economics, Policy and Planning --- Transport sector --- Vehicle --- Vehicle taxes --- Vehicle traffic
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Low, and middle-income countries (LMICs) are facing a major challenge in road safety. Each year, 1.35 million people are killed on the worlds' roads, and a further 50 million are injured, with the vast majority of these (over 90 percent) occurring in LMICs. There is an upward trend in road crash fatalities and injuries, causing human suffering, grief, and loss, and retarding the economic growth of LMICs. One major barrier to improving this situation is a lack of understanding of the current problem due to deficient information. Many vital metrics of road safety performance are not measured effectively in most LMICs, including critical intermediate outcomes which guide road safety interventions and the most fundamental outcome measures: actual number of road crash fatalities and injuries. This situation generates limitations in every aspect of road safety management and delivery, including resource allocation, advocacy, intervention selection, and prioritization of resources. The globally accepted best-practice approach to addressing the road safety crisis is the Safe System approach. This consists of a system of 'pillars' working together to eliminate death and serious injury. Information is required on progress against each of these pillars in order to understand current deficiencies and opportunities in road safety activity, to plan a response to the crisis, to help set ambitious targets for improvement, and to monitor progress towards these targets and thus develop advocacy for and commitment to the interventions which work. This report provides country profiles with information across each Safe System pillar from LMICs in order to directly address these issues. The data to provide these reports were collected from multiple sources, as documented in this report, and are provided foreach LMIC and region where available.
Health, Nutrition and Population --- Public Health Promotion --- Roads and Highways --- Traffic Accidents --- Transport --- Transport Economics Policy and Planning --- Urban Development
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High road crash fatality and injury rates on Sri Lanka's roads are undermining the economic growth and progress made over the past decade on reducing poverty and boosting prosperity. Estimated annual road crash deaths per capita in Sri Lanka are twice the average rate in high-income countries and fi ve times that of the best performing countries in the world. Available data indicate an average of 38,000 crashes annually which result in around 3,000 fatalities and 8,000 serious injuries. Sri Lanka has the worst road fatality rate among its immediate neighbors in the South Asia region.
Mobility --- Roads and Highways --- Sustainable Development Goals --- Traffic Accidents --- Transport --- Transport and Trade Logistics --- Transport Economics Policy and Planning
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