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Urban Development

Three ways governments can create the conditions for successful PPPs

Lincoln Flor's picture


A healthy Public-Private Partnership (PPP) has several defining features: strong competition, bankability with low financial costs, lower risk of renegotiations, secure value for money, and efficiency gains.

What does it take for countries to develop PPPs that can fit this description? Why is it that some countries such as India, Colombia, Turkey, and Egypt have been able to develop strong and successful PPP programs while others have not been able to award any projects under special-purpose PPP legislations? 

Our experience with infrastructure PPPs across the globe suggests that three institutional pillars are needed to increase the probability of PPP success.

How can Indonesia achieve a more sustainable transport system?

Tomás Herrero Diez's picture
Photo: UN Women/Flickr
Indonesia, a vast archipelago of more than 17,500 islands, is the fourth most populous country in the world, with 261 million inhabitants, and the largest economy in Southeast Asia, with a nominal Gross Domestic Product of $933 billion.

Central government spending on transport increased by threefold between 2010-2016. This has enabled the country to extend its transport network capacity and improve access to some of the most remote areas across the archipelago.

The country has a road network of about 538,000 km, of which about 47,000 km are national roads, and 1,000 km are expressways. Heavy congestion and low traffic speeds translate into excessively long journey times. In fact, traveling a mere 100 km can take 2.5 to 4 hours. The country relies heavily on waterborne transport and has about 1,500 ports, with most facilities approaching their capacity limits, especially in Eastern Indonesia. Connectivity between ports and land infrastructure is limited or non-existent. The rail network is limited (6,500 km across the islands of Java and Sumatra) and poorly maintained. The country’s 39 international and 191 domestic airports mainly provide passenger services, and many are also reaching their capacity limits.

Data analytics for transport planning: five lessons from the field

Tatiana Peralta Quiros's picture
Photo: Justin De La Ornellas/Flickr
When we think about what transport will look like in the future, one of the key things we know is that it will be filled and underpinned by data.

We constantly hear about the unlimited opportunities coming from the use of data. However, a looming question is yet to be answered: How do we sustainably go from data to planning? The goal of governments should not be to amass the largest amount of data, but rather “to turn data into information, and information into insight.” Those insights will help drive better planning and policy making.

Last year, as part of the Word Bank’s longstanding engagement on urban transport in Argentina, we started working with the Ministry of Transport’s Planning Department to tap the potential of data analytics for transport planning. The goal was to create a set of tools that could be deployed to collect and use data for improved transport planning.

In that context, we lead the development of a tool that derives origin-destination matrices from public transport smartcards, giving us new insight into the mobility patterns of Buenos Aires residents. The project also supported the creation of a smartphone application that collects high-resolution mobility data and can be used for citizen engagement through dynamic mobility surveys. This has helped to update the transport model in Buenos Aires city metropolitan area (AMBA).

Here are some of the lessons we learnt from that experience.

Mobility constraints undermine the potential of Haitian cities

Roger Gorham's picture
Photo: UNDP/Flickr
At about 3:30am most weekday mornings, Lovelie is by the roadside near her home in Kenscoff, Haiti, waiting for a vehicle with her produce of carrots and broccoli. With luck, a ‘camion’ with sufficient room for her and her bundles will come by soon, to take her for the 22-kilometer trip to the Croix-de-Bossales market in the center of Port-au-Prince, where she has a stall. If not, she will have to take a ‘tap-tap’, informal urban public transport similar to that found in many cities of the developing world, operated by small-scale entrepreneurs using second-hand vehicles – in Haiti’s case, imported pick-up trucks from the United States, modified to seat 14 on the flat bed, with standing room for a few more.

Lovelie prefers to pay more for a camion than take a tap-tap, because the former will take her directly to the market in 55 minutes. Tap-tap operators, to maximize revenues, limit the distance they operate to no more than 5 kilometers, so she would have to change three or four times, which is not easy with her bundles of goods. But she may not have a choice, if the camions are full by the time they get to her, as they often are.

Understanding the realities of urban transport as experienced by people like Lovelie was key for the forthcoming Haitian Urban Mobility Study and the Haiti Urbanization Review, two distinct but interdependent studies developed by the World Bank’s transport and urban development teams.

The transition to low-carbon buses in Mexico: It’s not (only) about the money

Alejandro Hoyos Guerrero's picture
Credit: Taís Policanti/WRI
Transitioning from diesel buses to cleaner technologies can significantly contribute to tackling air pollution in cities and reducing the carbon footprint of urban transport. As alternatives to diesel are getting more and more viable, many governments and development partners are encouraging bus operators to make the switch, mostly by offering financial incentives such as example 1 or example 2.

However, after promoting cleaner buses in Mexico for five years, we have seen firsthand that financial incentives alone are not enough. Specifically, there are three main obstacles that impede the expansion of cleaner bus fleets, and should be addressed appropriately.

New technologies and risk aversion

In general, private bus operators tend to be very risk averse when it comes to experimenting with new vehicle technologies. This is not exactly surprising: according to our own calculations from different projects in Latin America, variables related to vehicle performance—like fuel and maintenance—make up over 2/3 of costs over the life cycle of a conventional diesel bus. In that context, operators who are not familiar with the performance of new vehicle technologies can understandably perceive the transition to a cleaner fleet as a huge financial gamble.

Technology holds great promise for transport, but…

Nancy Vandycke's picture
Photo: Automobile Italia/Flickr
Not a day goes by without a new story on how technology is redefining what is possible for transport. A futuristic world of self-driving, automated cars seems closer than ever.  While the ongoing wave of innovation certainly opens up a range of exciting new possibilities, I see three enduring challenges that we need to address if we want to make sure technology can indeed help the transport sector move in the right direction:      

The focus is still on car-centric development

The race towards incredibly sophisticated and fully automated cars is well underway: companies like Google, Uber, Delphi Automotive, Bosche, Tesla, Nissan Mercedes-Benz, and Audi have already begun testing self-driving cars in real conditions.  Even those who express concern about the safety and reliability of autonomous vehicles still agree that this innovative technology is the way of the future.

But where is the true disruption? Whether you’re looking at driverless cars, electric vehicles, or car-sharing, all these breakthroughs tend to reinforce a car-centric ecosystem that came out of the industrial revolution over a hundred years ago.

Inclusive transport will be critical to women’s empowerment—and to development as a whole

Nato Kurshitashvili's picture
Also available in: Español
Also available in:  Español | العربية
Photo: WRI Brasil Cidades Sustentáveis/Flickr
Does separating women on public transport tackle the wider problem of sexual harassment and assault, or does it merely move the problem around? How can governments combat sexual harassment on public transport without segregating transport by gender? Does the employment of women in the sector contribute to designing better solutions to improve women’s personal security in public transport and enhance their mobility? Experts on both sides of the issue debated these and other questions at a recent event on “Women as Transport Users and Transport Services Providers – What Works and What Doesn’t” hosted by the World Bank’s transport team. Data reveals that while a significant share of women all over the world experience sexual harassment on public transport, often in pandemic proportions, the majority of cases goes unreported.
 
The session was conceived to explore development implications of women-only transport; highlight why laws matter for women in the transport sector; and better prepare World Bank staff to discuss these two topics with their respective clients.
 
The women-only transport concept regularly catches the media’s attention and has been debated before. Those who favor providing women with the option of gender segregated transport say it provides much-needed safety for women and facilitates their access to income-earning opportunities and various services. Those against segregation say it further reinforces gender inequalities and entrenches sexist attitudes.

Getting to zero traffic fatalities: What will it take?

Irene Portabales González's picture
Also available in: Español
Photo: Geraint Rowland
We must stop deaths on the roads. No one would argue with that, of course. But for us who live in Peru and many other developing countries, the importance of making road safety a global development priority really hits home—especially after a string of dramatic crashes that have made headlines across the country.

Last February, a bus fell to the bottom of a 200-metre ravine and left 45 dead in Arequipa, including several children. A month before, the country witnessed its deadliest traffic crash on record when a bus plunged down a cliff in Pasamayo, just north of Lima, killing some 52 people.

According to government data, 89,304 traffic crashes were reported on the Peruvian road network in 2016, with a total of 2,696 fatalities. However, the latter figure only includes deaths occurring within 24 hours of a crash, and does not account for victims who may die from their injuries later on.

The global statistics are equally concerning. The World Health Organization (WHO) shows in its Global status report on road safety 2015 that traffic crashes represent one of the main causes of death globally, and is actually the leading cause for people aged 15 to 29.

World Bicycle Day: Meet the man who made it happen

Yohan Senarath's picture
Photo: CIFOR/Flickr
Three years ago, Professor Leszek Sibilski embarked on an academic project to explore the role of bicycles in development. Little did he know then that his project would evolve into a massive advocacy effort, backed by the Sustainable Mobility for All initiative, to have the United Nations designate a day to celebrate and promote bicycle use around the world. He succeeded. On April 12th 2018, all 193 UN member states adopted General Assembly Resolution A/Res/72/272, which declared June 3 as World Bicycle Day. The resolution was sponsored by Turkmenistan and co-sponsored by some 56 countries.
 
I sat down with Professor Sibilski himself to learn more about this inspiring story.
 
Yohan Senarath: Did you ever expect this project to end up delivering a UN resolution?
 
Professor Leszek Sibilski: Well Yohan, I strongly believe that it was part of my destiny to help bring this to fruition. Let me explain why. For ten years I was a member of the Polish national cycling team. I obtained my Masters in physical education with a specialty in cycling. After that, I worked as a sports reporter for the Polish equivalent of Sports Illustrated, covering professional cycling around the world. Cycling was my life. Now, combine all this cycling experience with my commitment to social work. I completed my PhD in Applied Sociology specializing in Social Action and Social Movements, and at one time served as a member of the Experts Group that was helping to put together the UN Convention on the Rights of Persons with Disabilities. In other words, I was a cyclist who wanted to make a difference!

The future of transport is here. Are you ready?

Stephen Muzira's picture
Photo: Max Talbot-Minkin/Flickr
Technology is transforming transport with a speed and scale that are hard to comprehend. The transport systems of tomorrow will be connected, data-driven, shared, on-demand, electric, and highly automated. Ideas are moving swiftly from conception, research and design, testbed to early adoption, and, finally, mass acceptance. And according to projections, the pace of innovation is only going to accelerate.

Autonomous cars are expected to comprise about 25% of the global market by 2040. Flying taxis are already tested in Dubai. Cargo drones will become more economical than motorcycle delivery by 2020. Three Hyperloop systems are expected by 2021. Maglev trains are already operating in Japan, South Korea, and China, and being constructed or planned in Europe, Asia, Australia, and the USA. Blockchain technology has already been used to streamline the procedures for shipping exports, reducing the processing and handling times for key documents, increasing efficiency and reliability,

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