EAP - The Pacific Infrastructure Challenge - World Bank (2006).pdf

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Federated States of Micronesia at between 15 and 30%. Less than 5% of roads in the Solomon Islands and Papua New Guinea are paved 53 . Paved roads last longer and require less maintenance than gravel or earth roads. However, the percentage of paving alone is not a good indicator of road quality. For example: Based on pre-1997 information, over 40% of the road network in Timor-Leste is bitumen paved, but road standards are poor 54 In Vanuatu, the condition of the road network is poor due to a combination of substandard construction and inadequate maintenance. The provincial road network consists largely of single lane earth roads that are impassable for long periods of time 55 Papua New Guinea has a fragmented network of roads, most of which have been poorly maintained. Maintenance projects aimed at improving road quality have not achieved the intended benefits and the overall condition of the road network has in fact declined 56 . A.2.5 Institutional Analysis Table A.5 summarizes the institutional arrangements in the roads sectors in the Pacific countries. In all countries, the Government Ministry(ies) responsible for works and transport has responsibility for planning, design, construction and maintenance of public roads. Table A.5: Institutional Arrangements in the Roads Sector Institutional Arrangements Fiji FSM Kiribati Marshall Islands Palau PNG Samoa Solomon Ils Timor- Leste Tonga Vanuatu Is there an Independent Regulator N N N N N N N N N N N Is there private sector involvement in road: - Construction Y N Y Y Y Y Y Y - Maintenance Y N Y Y Y Y Source: Castalia In the past, transport policies in many Pacific countries have emphasized construction and the extension of road networks. More recently they have shifted towards a focus on road maintenance to try to curb road degradation, reduce vehicle operating costs and improve overall service reliability. This trend is also reflected in the focus of development bank support and lending 57 . 53 Samoa road network statistics do not include roads classified as ‘plantation and village roads’. We were not able to obtain a breakdown of road network statistics to this level of detail for other countries. The percentage of paved roads in Timor-Leste is based on information gathered pre-1997 and may no longer be accurate. 54 Timor-Leste Transport Sector SIP, World Bank, May 2004 55 “Vanuatu Economic Performance and Challenges Ahead”, ADB Pacific Studies Series, April 2002 56 Project Completion Report on the Transport Infrastructure Development Project in Papua New Guinea, ADB, December 2002 57 “In the 1980s, O&M of roads and associated facilities became an important component of Bank-support to the sector. This intervention progressed from strengthening design capabilities of the local institutions in building well-designed roads, financing procurement of required maintenance equipment, providing international consulting services to build up local capabilities in road O&M, and extending support for policy reforms including cost recovery” Special Evaluation Study on the Operation and Maintenance of Road Facilities and their impact on Project Sustainability, ADB, December 1998 118
Lack of government funding and a shortage of human resources, skills and capabilities are commonly cited reasons for poor road operation and maintenance. Road sector technical assistance projects have helped to increase technical knowledge and skills, but this has been hampered by high staff turnover and low capacity. Low staff salaries, inappropriate staff deployment and a lack of incentives are contributing factors 58 . Fiji and Samoa have implemented several initiatives to achieve improvements in road operation and maintenance. In Fiji: Transport policy emphasis has shifted from road network extension to upgrading, maintenance, and rehabilitation; improvement of operational and management efficiency; and the upgrading of the existing system’s safety 59 over the past ten years, although road expansion in rural areas does remain an important focus. The country also has a standing recommendation that road operation and maintenance cycles should be incorporated in all project design work. Planning and management for road maintenance often begins only once the road is has been built and this initiative helps to identify the institutional and technical requirements for road maintenance from the outset and enables appropriate planning The Fijian Public Works Department has introduced private sector involvement to the road sector by contracting out maintenance work. It began contracting out 10 percent of its maintenance work from 1999 and plans to contract out all maintenance work by 2008. Maintenance of both remote and urban roads has been put to tender and have achieved a satisfactory level of interest from private contractors. Overall, road maintenance has improved in the past 5 years, following the introduction of outsourcing 60 Strategies to recover cost through road-user charges have been implemented. Network maintenance and administration is covered through the implementation of a road fund through fuel, weight and vehicle tariffs Increased focus on road users prompted a merger of the three existing transport regulatory bodies into one transport authority – The Land Transport Authority. The Land Transport Authority is responsible for coordinating public and private road transport, implementing road transport licensing and improving road safety. This September, a new Act will come into effect turning the current Roads Department into a new Department of National Roads, separate from the Ministry of Works. Under this new structure, the Department will have a new commercial focus and will be responsible for managing its own budget and accounting, funded via a dedicated road fund and fuel taxes 61 . 58 Special Evaluation Study on the Operation and Maintenance of Road Facilities and their impact on Project Sustainability, ADB, December 1998 59 Republic of the Fiji Islands 1999 Economic Report, ADB Pacific Studies Series, 1999. 60 Interview with Ministry of Works, Fiji 61 Castalia interview with the Ministry of Works in Fiji 119
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The Pacific Infrastructure Challeng
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Table of Contents 1 Acronyms and Ab
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Figure 8.4: Annual Per Capita Inves
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Box 7.9: ECTEL - Regulatory Coopera
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kWh MDG MIAA MIPA MNOC MOTCA MOU MP
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2 Executive Summary This discussion
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Fiscal, regulatory and policy decis
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Figure 2.2: Estimated Annual Invest
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3 What’s the Purpose of the Discu
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Box 4.2: Improving Infrastructure f
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5 How well are Pacific Countries Pe
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Figure 5.1: Access to Electricity 1
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Water tariffs are often too low In
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Table 6.1 shows that in addition to
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These characteristics mean that Pac
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6.2 Challenges to Institutions and
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6.2.2 Demographic Issues in the Reg
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These high rural populations mean t
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Figure 6.3: Comparison of Defining
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Lack of legal and regulatory suppor
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7 Challenge: How do we Lift Perform
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7.1.2 Poor Policy Design and Coordi
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different, some efficiency may be g
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Figure 7.1: Accountability in Infra
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Box 7.3: Expert Panels can Improve
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Some of these reforms have already
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7.2.2 Choose an Appropriate Reform
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Box 7.5: Public Sector Reforms in t
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Pacific countries, management salar
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There are three classic types of pr
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While private sector involvement ma
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Air services would also benefit fro
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7.2.5 Regional Coordination One opt
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8 What’s the Size of the Challeng
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Figure 8.5: Mainlines Trend 0.600 N
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Page 76 and 77: Figure 8.11: Total Annual Per Capit
Page 78 and 79: 9 How do we meet the Challenge This
Page 80 and 81: Box 9.3: Can private sector involve
Page 82 and 83: Box 9.6: How can the public sector
Page 84 and 85: The proportion of mainline access a
Page 86 and 87: Box A.2: Introducing Telecommunicat
Page 88 and 89: Universal Access Universal access r
Page 90 and 91: good example of this. The Kiwi Shar
Page 92 and 93: Figure A.7: Reported Faults per 100
Page 94 and 95: Table A.1: Institutional Indicators
Page 96 and 97: and there have been calls to recons
Page 98 and 99: A.2 Electricity Sector Analysis A s
Page 100 and 101: Figure A.10: Average Electricity Ta
Page 102 and 103: Figure A.11: Economies of Scale in
Page 104 and 105: interest rate relief on a US$9m loa
Page 106 and 107: As Figure A.14 shows, Vanuatu perfo
Page 108 and 109: Table A.3: Industry Structure and G
Page 110 and 111: Regional Cooperation in Electricity
Page 112 and 113: A.3 Water and Sanitation Sector Ana
Page 114 and 115: Figure A.17: Availability of Water
Page 116 and 117: Figure A.20: Staff per 1000 Connect
Page 118 and 119: including full operating expenses a
Page 120 and 121: Corporatization is often employed t
Page 122 and 123: operating costs, collections levels
Page 124 and 125: Figure A.25: Road Network Density v
Page 128 and 129: In Samoa: Samoa’s Public Works De
Page 130 and 131: Many Pacific countries already outs
Page 132 and 133: 4. Domestic and Pacific Island serv
Page 134 and 135: Figure A.31: TEU Throughput Levels
Page 136 and 137: system reduces cargo handling effic
Page 138 and 139: Economies of Scale Port operations
Page 140 and 141: The landlord model is the most comm
Page 142 and 143: Fiji 84 Ports The Maritime and Port
Page 144 and 145: Apia Port has become one of the bes
Page 146 and 147: Kiribati 90 Ports The Kiribati Port
Page 148 and 149: In Shipping: Services are considere
Page 150 and 151: Figure A.36: Total Passenger Throug
Page 152 and 153: Airline Services Figure A.38 illust
Page 154 and 155: establishment period. For the offic
Page 156 and 157: Vanuatu 101 Airports Vanuatu Limite
Page 158 and 159: Samoa 104 The Samoa Airport Authori
Page 160 and 161: Institutional Arrangements in Aviat
Page 162 and 163: Summary of Aviation Analysis The Pa
Page 164 and 165: Fiji Kiribati Marshall Islands Micr
Page 166 and 167: Barbados Dominica Grenada Jamaica M
Page 168 and 169: Samoa Solomon Islands Timor-Leste T
Page 170 and 171: Fiji Kiribati Marshall Islands Micr
Page 172 and 173: Barbados Dominica Grenada Jamaica M
Page 174 and 175: Samoa Solomon Islands Timor-Leste T
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Fiji Kiribati Marshall Islands Micr
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Barbados Dominica Grenada Jamaica M
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“A-Z World Airports Online” www
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