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Over the last twenty years, Morocco has invested massively in infrastructure. At the macroeconomic level, total investment of between 25 percent and 38 percent of gross domestic product (GDP) occurred between 2001 and 2017, one of the highest rates of investment globally. Much of this investment has gone into infrastructure, and more than half of it was undertaken by the public sector (treasury, public enterprises and local authorities). Morocco is also among countries receiving the most official development assistance relative to GDP, half of which is invested in infrastructure. The investments have created more reliable supply chains, improved access to markets and basic services, and increased productivity. Following this executive summary, chapter one reviews the quantity and quality of infrastructure services in Morocco and the notable achievements that the country has made in this regard; chapter two discusses Morocco's infrastructure challenges; chapter three describes Morocco's infrastructure investment needs and macroeconomic constraints; and, chapter four discusses proposed cross-cutting reforms. Appendix A provides key indicators for each infrastructure sector, Appendix B provides sector specific recommendations and lists selected projects in the infrastructure pipeline, and Appendix C explains the methodology used to derive the infrastructure investment estimates.

Electricity --- Infrastructure --- Infrastructure Economics --- Infrastructure Economics and Finance --- Infrastructure Finance --- Infrastructure Investment --- Infrastructure Regulation --- Private Participation in Infrastructure --- Public-Private Partnerships --- State-Owned Enterprises --- Transport

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Like many emerging economies, policy discussions on social and economic growth in Mongolia often gravitate to transport, energy and digital infrastructure as the backbone. 'What infrastructure?' and 'infrastructure for what?' are equally important questions given the aspirations to unlock new drivers of growth beyond mining and export of primary products. Mongolia's vast territorial expanse and low population density create unique challenges for economic development in general and infrastructure investments in particular. Sandwiched between China and the Russia, two of the largest countries and economies in the world, Mongolia is the least densely populated country in the world. With just over 3.2 million people inhabiting a territory of 1.564 million square kilometers (more than six times the size of the United Kingdom and less than a third the population of London), Mongolia has a population density of 2.1 people per square kilometer. About half the population--some 1.4 million people--live in the capital city Ulaanbaatar. The rest of the population is spread across small urban centers and vast steppes. Given the spatial and density challenges, the conventional 'build and they shall come' approach to developing infrastructure has proved sub-optimal. Mongolia has some of the largest average transport distances (600km) and highest logistics costs (30% of GDP). The infrastructure challenge is made worse by the limited financing options. This infraSAP presents a more sophisticated approach which incorporates strategic value chain analysis and disaggregated modeling of freight movements, and then targets infrastructure investment for amplified impact. In this approach, infrastructure is located at the highest concentrations of economic activity and is developed as part of an integrated national logistics system. This surgical approach informs more targeted policy decisions on how to use scarce resources to accelerate economic diversification and competitiveness while addressing institutional bottlenecks.

Infrastructure (Economics) --- Telecommunication --- Econometric models.

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This case study showcases examples where the "G20 Principles for Quality Infrastructure Investment (QII)" have been operationalized in Japan`s urban infrastructure projects. It highlights Fukuoka City, one of the most prominent cities in Japan today. It reviews the city's efficient water management through Economic Efficiency and Infrastructure Governance, two of the six G20 Principles for QII. A key factor for the city's success was adopting life-cycle costing as an underlying principle; the city upgraded its water distribution pipe network with polyethylene sleeves for life extension and went to great length for leakage reduction. As a recent effort, the city underwent procurement reforms to improve the technical quality of public works. The implications are expected to benefit policymakers and practitioners in developing countries.

Infrastructure Economics --- Infrastructure Economics and Finance --- Infrastructure Investment --- Urban Water Supply and Sanitation --- Water Resource Management --- Water Supply and Sanitation

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How much an economy should invest in its physical infrastructure is a crucial question being asked by policy makers from developing countries where financial resources for economic development are limited. This paper aims to address this question by bringing insights from the literature that investigates the relationship between infrastructure investment, economic growth, and poverty alleviation. The study shows that there is no consensus among the existing studies, which are mostly focused on industrialized economies, on the relationship between public investment and economic growth. Studies that investigate the relationship between physical infrastructure and economic growth mostly conclude that there exists a positive relationship. This is also true between physical infrastructure and income inequality, as reported by a few studies. This study also identifies many gaps in the literature and highlights the need for further studies to narrow them.

Economic Growth --- Economic Theory and Research --- Income Inequality --- Infrastructure Economics --- Infrastructure Economics and Finance --- Infrastructure Investment --- Macroeconomics and Economic Growth --- Physical Infrastructure --- Poverty Alleviation --- Public Investment

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The objective of the World Bank's technical assistance (TA) in the asset management planning ofSerbia's railways, using the life-cycle cost (LCC) method, is to improve the condition of key track infrastructure in the country. The appropriate use of the LCC model would enable Serbian Railways Infrastructure (Infrastruktura Zeleznice Srbije, IZS) to optimize the use of the scarce financial resources available for maintaining track infrastructure. The LCC model offers a simple and inexpensive way to estimate the longevity and condition of track infrastructure and the costsassociated with its renewal and maintenance. This is important, as the model's concepts and principles form the foundation for the establishment of a more advanced rail asset management(RAM) system. This TA introduces this capacity in IZS, with a focus on track infrastructure, and thus, paves the way for further advances in RAM, which ideally will cover all rail system components (structures, signaling, rolling stock, and others). This report describes the LCC model, as it is applied to managing track assets; outlines the steps followed during the TA to transfer requisite knowledge to IZS; and recommends how IZS might solidify the implementation of the LCC model. The report concludes with recommended next steps and offers guidance for other countries seeking to improve the sustainability of their rail infrastructure.

Infrastructure Economics --- Infrastructure Economics and Finance --- Lifecycle --- Railways --- Railways Transport --- Transport