Photo: Dominic Chavez / International Finance Corporation
In the early 1990s, Colombia’s road infrastructure was a maze of poorly maintained roads and bad highways. Difficult geography—the Pacific coast jungle and the Andes branching out into three chains—made it harder to improve road conditions and connect isolated communities. Conflict, corruption, and short-term political priorities contributed to the problems plaguing Colombia’s road system. But just as influential were the problems with the nation’s existing concession contracts that had wrong incentives, created opportunities for renegotiating signed contracts, and assigned unproportioned demand risk to the Government of Colombia.
Women maintaining roads? As their job? Until recently, the idea was pretty much unfathomable in many countries. But in Peru, it isn’t. Since 2001, the Peruvian government and the World Bank have been working hand in hand to ensure female workers can play an active role in the routine maintenance of rural roads. This is part of a broader effort to reduce the gender gap in rural areas, and to improve women’s access to social and economic opportunities.
Over the last two decades, a series of ambitious projects have allowed the rehabilitation 30,000 km of rural roads, and supported maintenance activities along 50,000 km. This type of large-scale road projects has created significant economic and employment opportunities for local communities, and this is why we wanted to make sure women could get their share. To make this happen, we organized trainings, developed specific programs that would improve women’s access to resources, and worked to eliminate the barriers that disadvantaged women (e.g. requirements related to literacy or previous construction experience). The result? In 2013, female participation in rural road maintenance microenterprises reached 27% during the Peru Decentralized Rural Transport Project.
At each end of a bridges is a structure which supports the weight of the deck. These are known as abutments, and they are often the first part of the bridge to fail. Blockage of the main channel by debris can cause water to look for the path of least resistance around the sides of the bridges, thus placing the abutments at risk.
Traditional bridge construction requires the installation of piles for the foundations of abutments—a lengthy and expensive process that involves specialist materials, skills and equipment.
But there is another promising solution: Geosynthetic Reinforced Soil (GRS) abutments. These allow for rapid and resilient construction of bridge abutments using locally available materials, without specialized equipment. With GRS, bridges can be constructed in as little as five days (Von Handorf, 2013) and at a cost 30-50% lower than traditional approaches (Tonkin and Taylor, 2016) .
GRS abutments are based on ‘geogrids,’ a high density mesh made out of polyethylene (plastic). Layers of soil and geogrid are combined to create a solid foundation for the bridge deck. Construction can be completed with basic earthmoving and compaction equipment, and a range of local fill materials can be used with guidance from geotechnical specialists.
How is “green growth” benefiting India? One important dimension of that effort has been the use of environmentally optimized road designs, which has resulted in quality infrastructure using local and marginal materials, providing both economic and environmental benefits. Where available, sand deposits accumulated from frequent floods, industrial by-products, and certain types of plastic, mining, and construction waste have been used to good effect. Designs that use such materials have been about 25% cheaper to build, on average, than those requiring commonly used rock aggregates. The environmental benefits of using the above materials, in terms of addressing the big disposal problem of such materials and reducing the consumption of scarce natural stone aggregates, are as significant as the cost savings.
A second “green growth” dimension has been focusing investments on the “core” network, i.e. the network India needs to develop in order to provide access to all villages. Relative to a total rural road network of about 3.3 million kilometers, the core network that falls under PMGSY stretches over only 1.1 million kilometers. Prioritizing construction and maintenance on those critical road links will bring down costs as well as the associated carbon footprint.
- sustainable mobility
- sustainable transport
- capacity building
- rural access
- rural roads
- roads and highways
- Disaster Resilience
- climate resilient development
- Sustainable Communities
- Agriculture and Rural Development
- Climate Change
- South Asia
- Resilient Transport
For remote rural communities in mountainous Bhutan, survival hinges upon access to roads and markets.
Since 2003, the Royal Government has built over 1,500 kilometers of farm roads and narrower, lower-cost “power tiller tracks” to help communities, which subsist mostly on agriculture, connect to the larger population, and improve their incomes and standards of living.
For farmers in the Pokri Dangra village in Samste Dzongkhag, a new track has brought more benefits than expected and significantly improved access to markets and services and reduced the cost of trading goods with other local communities.
Roads are the arteries through which the economy pulses. By linking producers to markets, workers to jobs, students to school, and the sick to hospitals, roads are vital to any development agenda. Since 2002, the World Bank has constructed or rehabilitated more than 260,000 km of roads. It lends more for roads than for education, health, and social services combined. However, while roads bring economic and social benefits, they can also come with social costs such as pollution or deforestation. The Amazon rainforest is crisscrossed by almost 100,000 km of roads—enough to circle the Earth two and a half times. And the transport sector accounts for about 23 percent of global energy-related carbon dioxide emissions and a significant share of local particle pollution. Such tradeoffs need to be weighed when planning any intervention.
Vietnam’s economic emergence is perhaps best experienced along its rural roads: more than 175,000 kilometers of pavement, rubble and dirt track extend to two-thirds of the country’s population, including nearly all of the poorest people, who live among its productive farms, lush forests and meandering river valleys.
In recent years, road investments in Vietnam’s rural areas have improved socioeconomic development and promoted gender equity, social participation, improved school attendance, and more inclusive health services to impoverished regions. However, all but a few hundred communes remain off-grid, and infrastructural roadblocks and bureaucratic potholes have delayed the goal of a fully integrated road system.
The World Bank’s Third Rural Transport Project (RTP3) supported a win-win solution: employing ethnic minority women to sustainably manage road maintenance through an innovative participatory approach to local development. This blog entry describes the experience of improving the roads — and women’s lives — in rural Vietnam. Here are some of the lessons we’ve learned along the way:
Lesson 1: Solutions can come from unexpected sources.
The RTP3 task team’s investigation showed that up to a third of the population in Vietnam’s Northern Uplands provinces would be expected to contribute up to 10 percent of their total annual household expenditure to ensure safe passage along local roads — too much for most to afford. Furthermore, even when adequate resources are made available for maintenance, contractors have sometimes been unwilling to work in inaccessible regions for fear of mudslides during the rainy season.
We arrived in the village of La Redonda-El Aguila, Honduras at ten o’clock in the morning, when the temperature was already about 94 degrees Fahrenheit. We were warmly welcomed and invited to take a short walk to the place they had prepared specially for us to hold our meeting. We were offered bean tamales and coffee, and began the meeting with members of two road maintenance microenterprises that are supported through a World Bank-financed project.
The microenterprises program was launched in 2013 under the Second Roads Rehabilitation and Maintenance project with a goal of creating 10 microenterprises to maintain 310 kilometers (192 miles) of roads. The routine maintenance work includes cutting and clearing vegetation on both sides of the road to ensure good visibility, cleaning drainage systems, keeping the roads free of debris and occasionally patching holes in the road. Microenterprise members earn wages from their work, which they invest into their households and communities.
Each microenterprise is supported by a supervisor, usually a civil engineer, who teaches members how to do the road maintenance work efficiently and effectively. Additionally, members learn how to meet conservation standards, as well as gain understanding of why maintenance activities are so important to extend the life of the road. The supervisor performs a progressive evaluation and on-the-job training for all micro-entrepreneurs. Upon completion of the training, the microenterprise is granted a contract to carry out labor-intensive routine maintenance activities over a stretch of road (at a ratio of about three kilometers per partner) for a period of 12 months, which is renewable subject to satisfactory performance.
Ultimately, the program empowers entrepreneurs to become permanent contributors to the conservation of their roads.
How can improved roads change peoples’ lives? How much do people benefit from road projects? Answering these seemingly simple questions is, in fact, much trickier than it appears.
We recently concluded an impact evaluation to measure the socio-economic impacts of World Bank-financed municipal road improvements on poor rural households in the state of Tocantins, Brazil. After 10 years of study, what were the results and lessons learned? And how did we go about conducting the evaluation?
The study followed a methodology traditionally used in impact evaluations in the social sector and was based on a precedent in Vietnam. Throughout the state, one of the least-developed and least-populated in Brazil, most municipal roads are unpaved with inadequate maintenance. The World Bank’s municipal roads project helped construct 700 concrete bridges and 2,100 culverts crossing rivers and streams, providing year-round access to remote populations that once couldn’t access municipal centers during rainy season.
The anticipated result chain of the project was as follows: improvement of physical accessibility would contribute to increase travel demand to markets, schools and health services. This would, in turn, contribute to improved education, better health and increased business opportunities. Finally, it would result in long-term household income growth.
Our study aimed at measuring these impacts through a “difference in differences with matching,” a method that compares a treatment group (population benefiting from the interventions) and a control group (population that does not), while ensuring similar socio-economic characteristics (or comparability) between groups. An “instrumental variables estimator” was then used to confirm the robustness of the results.
The results show positive socio-economic impacts to rural residents, as well as provides for several policy implications:
Additionally, farmers can travel farther to sell their produce and get better prices, children can go to schools more easily and, migrants who go elsewhere to work can come back to their families.
- Download and read "Maximizing value for money in rural road investments," a paper that describes how road construction costs in India can be decreased by 20 percent by using local materials