This paper presents a development case study on alternative thinking in rural infrastructure delivery. Delivery in this case is achieved in a manner that advances the green growth, social inclusion ...and cost-effectiveness agendas. The need for green and inclusive approaches in reaching development goals cannot be overstated. At the same time, the use of public funds should ensure value for money and stretch government resources as far as they can go. Inclusion refers to the empowerment of all citizens to participate in, and benefit from the development process, removing barriers against those who are often excluded. The use of a community development approach is presented in this paper to demonstrate how this has been achieved on large scale and in a cost-effective way without compromising quality or timing. Heightened roles and responsibilities are conferred to the local target authorities and populations in this infrastructure delivery approach, and this experience is presented as a best practice that could be emulated in similar development work. On the technical front, most road infrastructure delivery in many countries is heavily mechanized and undertaken using default asphalt surfacing. This paper presents the adoption of an alternative and green paving material that is also cost-effective at the secondary rural road level.
This report evaluates the SR2S program for a number of mandated issues: (i) The effectiveness of the program in reducing crashes, injuries and fatalities involving children in the vicinity of the ...projects; (ii) The impact of the program on levels of walking and bicycling to school; and (iii) The safety benefits of the program in comparison with other highway safety programs.
Urban sources of greenhouse gas (GHG) emissions in Brazilian cities are growing. At the national level, the dominance of greenhouse gas emissions from deforestation in Brazil masks the fact that ...emissions from other sectors, like Energy, Transport and Waste, are growing quite rapidly in cities. Compared to other cities around the world, Brazilian cities have low per capita GHG emissions because of the high level of renewable energy production; but as Brazilian cities continue to grow, the pressure towards higher emissions will persist. The majority of emissions from Energy in Brazil result from the use of fossil fuels and electric power by industry. Industrial processes using fossil fuels will continue to be the largest contributor to emissions growth over the long-term, but electricity generation will produce the highest emissions increase in the period up to 2030. For the past three decades, the trend has been for industries to move away from city centers to peripheral locations that are cheaper and have easier access to distribution networks. However, all the GHG emissions inventories completed to date by Brazilian cities are limited to municipal boundaries, making it difficult to assess the role of industrial emissions at the metropolitan level. One clear trend within city boundaries is that residential consumption of electricity is increasing. As households become wealthier, the size of housing units tend to get larger and the number of domestic appliances increase and residential consumption of electricity is expected to grow drastically in the next two decades.Transport emissions are rapidly growing, especially in urban areas. Fossil fuel based emissions in Brazil are low compared to other countries due to the prominence of renewable-energy sources for electricity and fuels. In fact, ethanol substitutes for two-fifths of gasoline fuel. However, transport-sector emissions are rapidly growing due to increased motorization and congestion. This is coupled with a tendency for smaller agglomerations to grow in a sprawling manner, which is directly impacting the growth of GHG emissions, since the amount of vehicle travel is linked to urban form, i.e. the location of housing, jobs, commerce and entertainment.A distinguishing characteristic of Brazilian cities is the high percentage of emissions from waste. The waste sector constitutes about 4 percent of GHG emissions on average in cities.1 A key driver of waste emissions is the amount of waste produced and collected. In Brazil the amount of waste collected has increased by about 4 percent per year since 1970. The amount of solid waste collected in urban areas is expected to continue increasing in the next two decades due to increased generation of waste and improvements in the collection system. This will likely result in an even higher share of GHG emissions for the overall sector.Climate change impacts are widespread. Climate impacts from global warming in major Brazilian cities have been identified and include flooding from intense storms, increased temperatures, and droughts. Sea level rise is also identified as a concern for Brazil because 25 percent of Brazil s population lives in coastal cities. Brazilian cities are taking action against climate change. In response to concerns about global climate change, Brazilian cities have been world leaders in defining GHG emissions reduction targets and adopted local climate change laws. Some cities have completed GHG inventories, established reduction targets, and taken measures to mitigate emissions.
As in many countries of the Europe and Central Asia Region (ECA), vehicle ownership in Russia has grown faster in the last decade than the decline in the rate of fatalities per vehicle. At the same ...time, road safety policies and interventions have not kept pace with the boom in motorization. In 2008, the motor vehicle fleet in the country exceeded 41 million cars, up 24 percent from 2004, and the number of drivers licensed increased by 40 percent during this period. In 2008, Russia saw nearly 30,000 road traffic deaths and about 271,000 non-fatal road traffic injuries. While these figures represent a drop of 13 percent from 2004, Russia's road traffic mortality rate is still five times higher than what is seen in several European Union (EU) countries, about twice more than in the United States, higher than in other Eastern European countries such as Poland and Hungary, and higher than the average for Commonwealth of Independent States (CIS) countries.
The paper aims to provide guidance for both transport and gender specialists on how to mainstream gender-related considerations into road transport projects to improve development effectiveness, ...sustainability and to reduce gender inequality. The paper draws attention to the most basic ways in which gender affects and is affected by transport policies and projects and provides practical approaches to address gender-related problems in road transport projects. Women and men have different travel and transport needs due to their different social and economic roles and activities. Women also face different constraints than men in accessing, using and paying for transport services. Transport can play a significant role in ameliorating or exacerbating the life conditions of women, particularly when poor and living in developing countries, depending on the extent to which gender differences are taken into account. The paper provides examples of entry points for mainstreaming gender into various road project contexts in urban, rural areas, highlighting documented good practices in this area. The paper identifies opportunities where women can play a role in the planning and implementation of road transport operations, particularly through participatory approaches and labor-based road construction. Included is an innovative table that presents examples of data and indicators to be collected for creating a baseline and for measuring results at the project level.
This paper reviews the contribution of the World Bank's transport lending portfolio to health outcomes, as background for the Independent Evaluation Group's (IEG) evaluation of the Bank's support for ...health, nutrition and population (HNP). Over the past decade (FY97-06), the World Bank committed nearly $28 billion to 229 new transport projects managed by the Transport Sector Board (TSB). Specifically, the paper reviews the extent to which these projects: cite potential health benefits or risks in design documents; include specific objectives with respect to improving health outcomes or mitigating health risks; propose environmental improvements that are likely to provide health benefits; target transport services, and both health and behavioral outcomes to the poor; and plans to collect evidence on changes in health outcomes as a result of transport interventions. For completed projects, it assesses the extent to which expected health benefits or objectives have been achieved. This review of health benefits in the transport lending portfolio over the past decade shows that in the majority of the cases the focus has been on improvements in road safety, as measured by a reduction in the fatality or injury rates. Among the 55 projects with health related objectives, 82 percent had objectives to improve road safety, while only 7 percent had objectives to improve safety of other modes of transport and only 2 percent each had HIV/AIDS prevention or air quality improvement objectives.
Nitrogen dioxide (NO 2) and particulate emis sions play an important role in atmospheric pol lution and might be a major cause of human res piratory problems in urban areas. This report provides an ...overview of traffic-related emis sions monitored on several trunk roads and towns of the South Midlands of England between 1996 and 1999. NO2 pollution on major trunk roads frequently exceeded British and European Union air quality standards, while particle pollution was lower. The possible effects of traffic diversion activities in the research area are discussed. Bypasses of busy trunk roads might reduce NO2 pollution between 30 and 40% in urban centres and improve air quality for inhabitants in those areas.
MODERN CONVENIENCE Matthews, David
Roads & bridges,
07/2019, Letnik:
57, Številka:
7
Magazine Article
The 23-year-old Irish driver recently paid $3,800 to lower his Volkswagen Passat to just 4 in. off the ground in order to make it look fresh. Instead the car has made him look foolish. Fitzgibbon was ...pleased with his vehicle's ultra-low ground clearance until the nearby village of Galbally, Limerick, installed speed bumps, with apparent wanton disregard for all the fresh vehicles on the road. He claims these traffic calming measures have caused $2,500 of damage to his vehicle's tow hitch, bumpers, shock absorbers, and springs, forcing him to reroute his dairy commute around Galbally, adding an extra 30 miles of driving a day. If they choose to place an order through the app. it is conveniently delivered directly to their car, in the middle of a traffic jam, via motorcycle.
