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The introduction of urban rail transit and high performance/quality/capacity bus transit systems throughout the world has dramatically improved the mobility of residents of cities in which they operate. The objectives of this work are: to provide a technical resource for transit planners and designers in developing cities in their public transport capacity and performance analysis work irrespective of mode. This report recommends methods of achieving practical transit capacity during normally encountered operating conditions. Where capacity is influenced by a measure of dispersion of some characteristic such as stop dwell time or vehicle headway, this is also noted. The purpose of measuring capacity is not just to provide a measure of system capability to transport passengers but also to provide some insight into the effect of service and physical design on customer service quality. When the demand for a service exceeds its schedule design capacity, service quality deteriorates either due to overcrowding on vehicles or at station platforms or diminished ability of customers to board the next arriving transport vehicle since it is already fully loaded, increased dwell times and hence decrease revenue speeds. The importance of service quality in transit capacity analysis cannot be overstated. Transit operators should be mindful that the urban transportation marketplace is more competitive. While it might be technically possible to design a service using a loading standard of 7 or 8 passengers per square meter, a number of customers will find that level intolerable and will seek alternate means of travel including walking (in the case of short distance trips), riding with someone else, riding taxis or purchasing a motorcycle or car. Accordingly, such loading standards should be thought of as interim measures until higher capacity at lower crowding can be achieved.

Bus Services --- Identity --- Mobility --- Population Density --- Roads & Highways --- Smart Cards --- Traffic Volumes --- Transport --- Urban Development --- Vehicles

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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.

Airports --- Common Carriers Industry --- Industry --- Infrastructure --- Infrastructure Investment --- Mobility --- Railways --- Roads --- Rural Development --- Rural Roads & Transport --- Trade and Integration --- Traffic Volumes --- Transparency --- Transport --- Transport and Trade Logistics --- Transport Costs --- Urban Development --- Vehicles

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Since 2004 Ethiopia has experienced strong and generally broad-based real economic growth averaging 10.7 percent per annum. It is one of the most populous countries in the world, but it is not highly urbanized. Nevertheless, urbanization in Ethiopia is taking place rapidly, and is expected to increase over the coming few decades. Addis Ababa, is its commercial and political center and exemplary of the rapid urban growth of Ethiopia. The rapid urban and metropolitan growth in Addis Ababa is exacerbated by poor planning and land-use, inadequate infrastructure, and chronic housing shortage. A key challenge for housing in the Addis Ababa metropolitan area, and, indeed, of planning in general, is that lack of coordination with transportation. The one factor that has mitigated the growth in congestion has been that motorization rates in Addis Ababa are very low by global standards. Over the past seven years, Addis Ababa has been making a concerted effort to improve the urban transport situation, largely through large investments in new infrastructure, including roads, a new Light Rail Transit (LRT) system (under construction) and plans for a new Bus Rapid Transit (BRT) system, and improved standards and practices for improving and integrating pedestrian facilities in major transport capital projects. It has invested heavily in its road asset stock, with 26 percent of its capital investment budget dedicated to transport. These investments in the road network may provide less economic and mobility value for residents than their planners may have intended, for four reasons. Indeed, at the current low rates of motorization, the frequent and ubiquitous congestion in the city suggests substantial shortcomings in how traffic is managed, rather than a fundamental mismatch between transport supply and demand. In order to improve public transport, for the city's largely non-motorized population, substantial investments in mass transport network have been made or identified. The current public transport provision/operation has a number of weaknesses, with governance being a critical one. Even though most trips in Addis Ababa are made by walking, facilities for pedestrians tend to be inadequate and substandard. Integrating transport with land-use development has also proven to be very difficult in Addis Ababa. In terms of overall urban development, although the Ethiopian government is making attempts at planning and catering for the rapid urban growth, urbanization still takes place largely in an unplanned/informal way. In recent years, the rate of spatial expansion of the city is outpacing the rate of population growth, resulting in a less than efficient overall physical form.

Bus Services --- Economies of Scale --- Emissions --- Infrastructure Investment --- Inter-Urban Roads and Passenger Transport --- Mobility --- Population Growth --- Road Accidents --- Roads --- Roads and Highways Performance --- Sanitation --- Traffic Accidents --- Traffic Volumes --- Transport --- Transport Costs --- Urban Development --- Urban Sprawl --- Vehicles

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This study is a product of the Africa Infrastructure Country Diagnostic (AICD), a project designed to expand the world's knowledge of physical infrastructure in Africa. Infrastructure contributed 1.8 percentage points to Cote d'Ivoire's annual per capita Gross Domestic Product (GDP) growth in the mid-2000. Raising the country's infrastructure endowment to that of the region's middle-income countries could boost annual growth by a further two percentage points per capita. Cote d'Ivoire made major strides with respect to infrastructure during the 1990s. As a result, the country has broad-reaching national backbones in the road, energy, and Information and Communication Technologies (ICT) sectors, and relatively high levels of household coverage for utility services. However, much ground was lost to conflict in the mid-2000s. Very little investment has taken place in the last fifteen years, leading to recent power shortages, the deterioration of the road network, and the deceleration of progress on safe water access. Cote d'Ivoire's most pressing challenge will be to regain the financial equilibrium needed to restore a reliable energy supply. Reestablishing the prominence of Abidjan's port will require investments in terminal capacity, as well as road and rail infrastructure upgrades on hinterland linkages. The underfunding of road maintenance must also be addressed. Another challenge lies in sanitation, as it is currently unlikely that the country will meet the associated millennium development goal. This report presents the key AICD findings for Cote d'Ivoire, allowing the country's infrastructure situation to be benchmarked against that of its African peers. A social and economic crisis in Cote d'Ivoire has crippled its growth trajectory, which had been that of a middle-income country. It will therefore be compared to low-income countries (fragile and non-fragile groups) and middle-income countries, as well as immediate regional neighbors in West Africa. The study presented several methodological issues.

Accounting --- Bonds --- Capital Costs --- Cost Recovery --- Electricity --- Energy --- Energy Production and Transportation --- Energy Supply --- Freight Transport --- Gross Domestic Product --- Hydropower --- Infrastructure Economics --- Infrastructure Economics and Finance --- Infrastructure Finance --- Natural Resources --- Operating Costs --- Ports --- Power Generation --- Power Sector --- Private Sector --- Productivity --- Public Finance --- Public Sector --- Public Spending --- Railways --- Roads --- Sanitation --- Savings --- Telecommunications --- Thermal Power --- Traffic Volumes --- Transport --- Vehicles --- Water Supply --- Water Utilities

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Ports have always played an essential role in this highly trade-dependent region. While there are still wide disparities in terms of throughput volumes and capacity, traffic has been growing rapidly in most countries over the last decade. Overall, total throughput in West Africa grew from around 105 million tons in 2006 to 165 million tons in 2012. Likewise, containerized traffic remains limited in West Africa compared to other regions but has grown faster than in any other region in the world over the last five years. The combined throughput of container terminals in the region reached almost 5 million twenty-foot equivalent units (TEUs) in 2013, twice as much as a decade ago, and is expected to keep growing fast. The future throughput of West African ports comprises the demand for containerized trade generated by coastal and landlocked countries, and additional port movements generated by transshipment in regional hub(s). Given the regional dynamics of ports in West Africa, there is also a good case for more cooperation between West African countries on port reform, competition and regulation. Strengthening the capacity and mandate of regional institutions such as the ECOWAS Commission on these issues would complement regulatory efforts at the country level and provide a forum to analyze regional issues related to inter-port competition and private sector participation in port management.

Airports --- Common Carriers Industry --- Economies of Scale --- Industry --- Infrastructure --- Infrastructure Economics --- Infrastructure Economics and Finance --- Infrastructure Investment --- Landlocked Countries --- Maritime Transport --- Petroleum Products --- Population Density --- Population Growth --- Ports --- Railways --- Regional Integration --- Roads --- Taxes --- Trade and Integration --- Trade Facilitation and Market Access --- Traffic Volumes --- Transparency --- Transport --- Transport and Trade Logistics --- Transport Costs --- Vehicles