ASi" kUCTURE FlOR DEVELOPMENT

are bundled into low-cost loans to industries to pur- Elements of infrastructure planning
-chase pollution-reducing eqtuipment. In 1992 the
fund's income was $188-5 mnillion, double the Because most infrastructure uses geographidcally
amount in 1991- Although collection rates for pollu-. distributed networks, spatial, sectoral, and intersection
c-harge and fines increased during the 1980s toral coordination and planning are necessary for
and early 1990s, a recent decline int compliance rates goverunment activities. In addition, project selection,
is raising concern,
design, and evaluation are important steps in the
Serious problems are posed by vehicle transport overall decisiornmaking process. Incorporation, at.
in Central and Eastern. Europe, despite a per capita the earliest stages, of the social and environmental
vehicle population only one-third to one-half the implications of projects is vital.
level in Western Europe-'The legacy of fuel and yehicke
underpricing, the high average age of vehicles, Sectored and cross-sectoral stmtegies
obsolete designs, inadequate pollution controls,
dirty fuels, and poorly maintained vehiicles-all Because infr-astructure investmnents. often ha ve
are factors producing environmnental degradation. broad impacts- on many groups, planning strategies
This situation has prompted suggestions that the should focus on coordinating the decisions of inc
ountries take direct measures to restrict road trans- .vestors, including donors, while also gaining the
port in favor of railways or river transporL. A study broad acceptance of other stakeholders. Particular
*of Hungary undertaken for the World Bank sug- attention may be required to ensure'that the congests,
however, that alternative approaches- can re- cerns of women are not overlooked (Box 4.6). User
duce vehicular emissions. If all new vehicles wvere groups and other interested parties need to be conto
comply with available best-practice emission sulted by the public officials and technical specialstandards,
the traffic growth accompanying eco- ists who usually lead the process, and mnechanisms'
nomic growth (as far forward as the year 2020) for conflict resolution are necessary.
could be accommodated at absolute emisinleel
n the case of watershed protection in the Sio
below those presently experienced. However, limit- Paulo region of Brazil, for example, a working
ing traffic growth may be necessary to control con- group comprising municipalities, water suppliers,
gestion.
and'-environmental agencies was set up to solve
In the Netherlands a transport sector strategy water quality. problems in the Guarapiringa reseraimed
at mi'nimizin'g environmental stress and voir so that it could meet rapidly growing demands
avoiding unnecessary investment mixes regulatory for water. As part of the consultation process, a
and market-based measures-for example, intro- town forum was held with more than 120 city and
ducing pollution premiums on road users, encour- state government officials, members of nongovem-
*aging the use of bicycles and -public transport, creat- mental organizations and community groups, acaing
vehicle-free precincts for pedestrians, providing demics and researchiers, leader of professional orincentives
for higher vehicle occupancy rates, and ganizations, and the press. Local consultants
instituting parking controls. In Japan and in several prepared an environmental profile of the region and
developing countries, including China, Ghana, and interviewed city, community, andl business leaders.
hindonesia, similar schemes to enicourage nonnmiotor- The process resulted-.in a basin development strat-
-ized traffic and pedestrian facilities are being con- egy arnd an action plan that combined public and
sidered.
Regulation to preserve safety standards in infrapoltical
commitnent.
When an infrastructure system is owned by a sinstru.cture
service provision and delivery is an im- gle entity, planning is generaly interaized by the
portant priority. Studies have shown that road acci- owner. Once ownership of a system is unbundled
dents are the first or second most important cause of (as described in Chapter 3), however, strategic plandeath
in many developing countries. Addressing ning_ becomes decentralized. To maintain the beneroad
safety involves not only restricting speed and fits of unbundling, the development of the natural
traffic flows, but intrducing safety considerations monopoly segments-typically the promcry (htunk)
into the design and collection of information for faclities-and the setting of technp ical standards
monitoring and analyzing safety conditions. Facility should be coordinated at the sectorl level because
construction also requires spedal consideration. Be- of the market power that comes with the right. to
cause construction exposes workers to a high risk of carry out these functions. In an unbundled ntetwork
injury and death, effective safeaty standards must be this responsibility could be entrusted t a coordinatapplied
to the construction of faclities, not just to ing entity made up of representatives from governtheir
operation.
ment, suppalers, and users.
84