Water Rights and Water Allocation: Issues and Challenges for Asia

The primary audience for this report is management and staff working in water resources agencies in Asia, particularly those in river basin organizations (RBOs) in their various forms. The roles and responsibilities of RBOs vary considerably and are evolving as pressureson water resources are becoming more severe. Although this report seeks to share knowledge about the fundamentals and application of waterrights and allocation, it attempts to do so with a practical focus

Can urban metabolism models advance green infrastructure planning? Insights from ecosystem services research

Urban metabolism studies have gained momentum in recent years as a means to assess the environmental performance of cities and to point to more resource-efficient strategies for urban development. Recent literature reviews report a growing number of applications of the industrial ecology model for Material Flow Analysis (MFA) in the design of the built environment. However, MFA applications in green infrastructure development are scarce. In this article, we argue that: i) the use of MFA in green infrastructure practice can inform decision-making towards more resource-efficient urban planning; ii) the ecosystem service concept is critical to operationalize MFA for green infrastructure planning and design, and, through this, can enhance the impact of urban metabolism research on policy making and planning practice. The article draws from a systematic review of literature on urban ecosystem services and benefits provided by green infrastructure in urban regions. The review focuses on ecosystem services that can contribute to a more energy-efficient and less carbon-intensive urban metabolism. Using the Common International Classification of Ecosystem Services as a baseline, we then discuss opportunities for integrating energy provision and climate regulation ecosystem services in MFA. Our discussion demonstrates that the accounting of ecosystem services in MFA enables expressing impacts of green infrastructure on the urban energy mix (renewable energy provision), the magnitude of energy use (mitigation of building energy demand), and the dynamics of biogeochemical processes in cities (carbon sequestration). We finally propose an expanded model for MFA that illustrates a way forward to integrate the ecosystem service concept in urban metabolism models and to enable their application in green infrastructure planning and design

Contract choice, incentives and political capture in public transport services

We consider a framework of contractual interactions between urban transport authorities and transport operators. We estimate simultaneously the choice of contract by the authorities and the effect of regulation on the cost reducing activity of the operators. We test whether regulatory schemes currently implemented in the industry are the observable items of a more general menu of second best contracts. We suggest that the generation process of the data we have in hand is better explained by the political aspects of regulation. Moreover, the cost reducing effort of the operators is greater under fixed-price regimes, compared to the cost-plus case

Significance of Trans-European Transport Networks for Logistics Centre Localization as Exemplified by the Łódź Region

This work complements and structures knowledge in the field of logistics centres (with focus on the Łódź region). It presents a thorough analysis of strategic documents of the European Union in reference to the functioning of international transport networks. It also provides a detailed description of logistics facilities operations from the theoretical standpoint and definition of relations in points where logistics centres and TEN-T networks overlap. The result of this work is a set of recommendations referring to effective development of logistics centres on the background of transport corridors

A Framework for Integrating Transportation Into Smart Cities

In recent years, economic, environmental, and political forces have quickly given rise to “Smart Cities” -- an array of strategies that can transform transportation in cities. Using a multi-method approach to research and develop a framework for smart cities, this study provides a framework that can be employed to: Understand what a smart city is and how to replicate smart city successes; The role of pilot projects, metrics, and evaluations to test, implement, and replicate strategies; and Understand the role of shared micromobility, big data, and other key issues impacting communities. This research provides recommendations for policy and professional practice as it relates to integrating transportation into smart cities

Road infrastructure concession practice in Europe

In a road infrastructure concession, a public authority grants specific rights to a private, or semi-public company to construct, overhaul, maintain, and operate infrastructure for a given period. By contract, the public authority charges that company with making the investments needed to create the service at its own cost, and to operate it at its own risk. The price paid to the company comes from the service's users, the public authority, or both. In 1999, out of roughly 51,000 kilometers of European motorways, about 17,000 kilometers (33 percent) were concessioned - 16,400 kilometers by toll, and 670 kilometers by shadow toll (design, build, finance, and operate arrangements). Of these, 73 percent are managed by the public sector, and 27 percent by private companies. State-owned companies have been important in European motorway concessions. Systems vary among countries, for example, in how they share risks between the concession authority, and the concession company. As the motorway network has grown denser, attributing commercial risk has become more difficult. Increasingly, public authorities must play a greater regulatory role. Already, bad experiences have made the private sector reluctant to bear the commercial risk. Ant the commercial risk is sometimes too great to be carried by the concession company alone. Commercial risk should be controlled by mechanisms incorporated in the contract, but control of the commercial risk must not eliminate incentives. In addition to safeguarding the community's interests, the public concession authority, must increase citizen awareness about concession decisions, to ensure their social acceptability. Formulas for determining toll charges, differ through Europe. So do criteria for selecting concession companies. In 1999, the main criteria used were these: 1) the amount of public subsidy required; 2) the credibility of the financial arrangements; 3) the project's technical quality; 4) the operating strategy, and price policy; and, 5) the reputation of the concession company (whether it has a construction company among its shareholders, for example). The increasingly frequent use of private funding, must be taken into account when defining the training required by personnel responsible for monitoring the concessions.Information Technology,Roads&Highways,Economic Adjustment and Lending,Banks&Banking Reform,Public Sector Economics&Finance,Roads&Highways,Toll Roads,Economic Adjustment and Lending,Airports and Air Services,Public Sector Economics&Finance

National remote and regional transport strategy: consultation draft

On 22 May 2014, the Northern Territory hosted the National Remote and Regional Transport Infrastructure and Services Forum in Alice Springs, attended by 120 industry, government and community representatives from all areas of Australia. Following the Forum, the Council agreed for the Northern Territory to lead the development of the National Remote and Regional Transport Strategy, in collaboration with the South Australia, Western Australia, Queensland and Commonwealth governments. The Strategy will propose specific actions to address issues faced in remote and regional areas in relation to transport infrastructure, services and regulation. On 22 May 2015, the Council approved the release of the draft Strategy for public consultation. As part of the consultation period, stakeholders are invited to provide feedback on the draft Strategy and its proposed actions. For more information on the Strategy, or to make a submission, please visit the following link: www.transport.nt.gov.au/nrrts. Please note the closing date for submissions is 5pm Friday 31 July 2015 (ACST). Transport – A Vital Role The availability and quality of transport infrastructure and services impacts on every part of our society and wellbeing. Good transport systems provide a platform for improving productivity and driving social and economic growth for all Australians. Remote and Regional Areas – Supporting all of Australia The remote and regional area of Australia covers 85 percent of the Australian land mass, however has only 15 percent of the Australian population. But significantly, this area is responsible for 40 percent of Australia\u27s GDP due to its considerable resource sector and primary industries. Transport Challenges Remote and regional areas face specific transport challenges which do not apply to the highly populated eastern seaboard of Australia – all influenced by vast distances, a small population, climatic extremes, and demanding geography. It is for this reason that a one size fits all approach to transport regulation and infrastructure and service delivery just doesn\u27t work for the remote and regional areas of Australia. The Need for a National Strategy The aim of the National Remote and Regional Transport Strategy is to provide some practical solutions to the issues and challenges faced by transport system providers and users so that this important area of Australia can continue to grow and contribute to Australia\u27s wellbeing. The Council will discuss the final Strategy and its implementation at its meeting in November 2015

Free entry in infrastructure

With a policy of free entry, individuals, firms, or community groups who wish to supply power, water, and sanitation services can do so with minimal legal restrictions. Free entry is the opposite of"exclusivity"or"legal monopoly". Free entry is allowed in most industries, but governments usually allow only one provider of power, water, and sanitation in any given area. This is supposed to prevent wasteful duplication and ensure a supply of essential services to poor and marginal areas. But monopoly water and power utilities often operate at high cost, lack funds to invest, and provide low-quality, unreliable service. Worse, poor and marginal areas are often unserved. When the monopoly model doesn't work, it is time to look at alternatives. The authors provide examples of alternative solutions in developing countries: *In Karachi, Pakistan, the Orangi Pilot Project provides sanitation in an unplanned settlement. Roughly 800,000 working class people lived in an area where sanitary conditions were medievaland a long-hoped-for sewerage system never came. Starting in 1980, a charitable group developed a low-cost approach to piped sanitation, explained the technology to the community, and catalyzed community action. Householders and neighborhoods funded the construction of household pourflush latrines and sewerage lines. * In Paraguay, 300 to 400 private individuals and aguateros supply good quality piped water to areas unserved by the public water company. Unlike the public company, the aguateros allow payment of connection fees on installment, making it easier for low-income consumers to connect. * In Yemen, small-scale electricity providers innovatively meet the rural and village demand for electricity that the public utility does not meet. These entrants seldom duplicate investments, although some government intervention to ensure interconnection could improve efficiency. Limitations on entry may sometimes be justified for environmental reasons or to promote private sector investment, but those cases are rare. Legalizing alternative providers will allow them to expand and meet new needs. Limits on their entry may be needed sometimes, but limits should be the exception, not the rule, the authors argue. Generally, free entry should be allowed in power, water, and sanitation.Health Economics&Finance,Decentralization,Water and Industry,Economic Theory&Research,Environmental Economics&Policies,Town Water Supply and Sanitation,Environmental Economics&Policies,Health Economics&Finance,Water and Industry,Economic Theory&Research