Estadística Anual y Multianual del Sector Eléctrico Ecuatoriano
2016 11 03_seminario_encuentro nacional de infraestructura_autoplay
1. Infraestructura Urbana Sostenible ante el
Reto del Cambio Climático en Honduras
Seminario Encuentro Nacional de Infraestructura; Federación Panamericana de
Consultores (FEPAC) 02-04 Noviembre 2016, San Pedro Sula, Honduras, Centroamérica
Máster Ingeniero & Abogado Juan Pablo Hernández Flores
Consultor Senior, ACSIO SRL, Honduras, C.A. 1
2. Objetivos
Examinar la Situación Actual de Los Retos que enfrenta
nuestra Infraestructura Vital ante el Cambio Climático en
Honduras
Propuestas y Recomendaciones para lograr una
Infraestructura Sostenible & Resiliente a Mediano &
Largo Plazo 2
3. Nuestra Civilización Industrial
Tecnología humana: Siglo XX;
1era vez en la Historia que la
humanidad tiene la capacidad de
alterar los sistemas planetarios
Reto del Crecimiento Demográfico
Desmedido vrs. Acceso Igualitario
al Crecimiento Económico
Sostenible
(¿Quién Paga la Cuenta ) Avance
social vrs. Costo Ambiental
Insuficiente Dotación & Acceso a
Infraestructura sostenible y
expandible
3
Informe Brundtland 20 Marzo 1987 O.N.U.)
6. Centroamérica Urbana
6
Extensión Territorial:
522,760 Km2
Población: 44,671,601
Ciudades Más Pobladas:
1) Ciudad de Guatemala,
Guatemala
2) San Salvador, El Salvador
3) Tegucigalpa & Comayagüela,
Honduras
4) San Pedro Sula, Honduras
5) Managua, Nicaragua
6) San José, Costa Rica
7) Panamá, Panamá
7. Nuestra Población Urbana HOY
7FUENTE: http://www.bancomundial.org/
Población Honduras
1950- 1.487 Millones
2015- 8.075 Millones
2030- 9.737 Millones
2050-10.646 Millones
2100-11.217 Millones
Población Urbana 2008
8. Retos Apremiantes
8
Explosión Demográfica & Migración Masiva hacia las Ciudades
¿Contamos con la
Infraestructura Suficiente &
Adecuada para hacer
frente a Estos Retos?
10. Informe Brundtland : “Nuestro Futuro
en Común” 20 Marzo 1987 O.N.U.
"desarrollo sostenible”: Aquel
que garantiza las necesidades
del presente sin comprometer
las posibilidades de las
generaciones futuras para
satisfacer sus propias
necesidades”.
El reto urbano: Comienzo del
nuevo siglo, 50% de la
humanidad habitará centros
urbanos. (2030)
Preparación Anticipada: Pocos
gobiernos de ciudades en vías
de desarrollo cuentan con los
para suministrarle a sus
poblaciones en crecimiento los
servicios y la infraestructura
necesarios para una adecuada
forma de vida
Agua limpia
Sanidad
Escuelas
transporte
El manejo adecuado
administrativo de las ciudades
exige la descentralización de
fondos, de poder político, y de
personal hacia las autoridades
10
11. Situación y Desafíos de las Inversiones en
Infraestructura en América Latina
“Un mayor acceso a la
infraestructura, acompañado de
otras políticas públicas, permitiría
disminuir las distintas brechas
(desigualdad, pobreza,
productividad, innovación,
educación, salud, género, medio
ambiente, entre otras) que
históricamente han limitado el
desarrollo de los países, reduciendo
la gran heterogeneidad existente
entre los países de América Latina y
el Caribe y al interior de los mismos”.
11Fuente: BOLETIN FAL Edición Nº 347 - número 3 / 2016, Original: Español
12. Retos Actuales Infraestructura C.A.
12
Saturación
Obsolescencia
Caducidad
Falta de Criterios Unificados
Supra Demanda
Infra Oferta
13. Infraestructura Susceptible a Desastres
13
Fuente: http://cidbimena.desastres.hn / CIAT 2000
Mapas de Vulnerabilidad de Honduras, UNAH, Biblioteca Médica Nacional, CIDBIMENA
15. Objetivo Clave: Infraestructura
15
9.1 Desarrollar infraestructuras
fiables, sostenibles, resilientes
y de calidad, incluidas
infraestructuras regionales y
transfronterizas, para apoyar
el desarrollo económico y el
bienestar humano, haciendo
especial hincapié en el acceso
asequible y equitativo para
todos
16. Infraestructura Clave Vulnerable : PUENTES
16
1906, Crecida de Río y Posterior Colapso de sección del Puente Mallol,
Comayagüela, Honduras, C.A.
17. Infraestructura Clave Vulnerable
17
Caudal de Río Chamelecón, SPS,
Honduras. Foto Cortesía de: Diario La
Prensa, 16 de Octubre 2014
Alerta por Socavaciones Puente Río Blanco,
SPS, Honduras.
Foto Cortesía de: Diario La Prensa, 15 de
Agosto 2013
18. Cambio Climático en Centro América
18
Deben tomarse medidas significativas para garantizar re construcción
luego de un desastre junto a respectivas inversiones públicas, muy distinto que en
ocasiones pasadas. Deben existir incentivos y requisitos relacionados con la reducción a la
vulnerabilidad para adaptarnos mejor tanto a la variabilidad climática y a los cambios del
futuro cercano. Pg. 16, Penúltimo Párrafo
“Significant measures are
required to ensure that
post-disaster
reconstruction and public
investment be undertaken
very differently than in the
past.
There need to be incentives
and requirements related
to vulnerability reduction
and adaption to both the
current climate variability
and changes forecast for
the future”.
19. Cambio Climático en Centro América
19
Este esfuerzo requiere una serie de medidas que van desde cambios en los estándares de
construcción de infraestructura, a la protección de las cuencas de los ríos, barreras
costeras naturales (ej. manglares), manejo mejorado del tratamiento de aguas, y cambios
en los diseños & ubicación de casas, comunidades, e infraestructura social. Pg. 17, Último
Párrafo
This effort requires a series
of measures ranging for
changes in infrastructure
standards, protection of
river basins and natural
coastal barriers (e.g.
mangroves), improved
water management, and
changes in the design and
location of homes,
communities and social
infraestructura.
20. Honduras: Infraestructura Vital Resiliente?
Fuente: Objetivos Nacionales & Regionales, Ítem 33 c), Marco de Sendai para la Reducción del Riesgo de
Desastres 2015-2030
20
21. Concepto de Resilencia Infraestructural
21
Desde el punto de vista de las Ciencias Físicas y Naturales, resilencia es
la “capacidad de un sistema para absorber interrupciones y re-
organizarse mientras soporta cambios, y aún así es capaz de retener
esencialmente su misma función, estructura, identidad, y ofrece
retroalimentación”.
FUENTE: Taller Investigativo 1: “Comparativo Internacional de Gobernabilidad Climática, 11-15 Abril 2016, Phd Nikolai Bobylev
23. HERRAMIENTAS
Protocolo PIEVC
Public Infrastructure Engineering
Vulnerability Committee
Protocolo de Ingeniería para la
Evaluación de la Vulnerabilidad de
Infraestructura y su Adaptación al
Cambio Climático
Propiedad intelectual del
“Canadian Council of professional
Engineers”
Proceso para evaluar respuestas de
los componentes de las
infraestructuras ante el Cambio
Climático
23
PASO 4: Análisis de
Ingeniería (Opcional)
PASO 1: Definición
del Proyecto
PASO 2: Recopilación
Datos
PASO 3: Evaluación
del Riesgo
PASO 5: Conclusiones
& Recomendaciones
DECISION
FUENTE: https://pievc.ca/
24. Incremento de Ocurrencias Severas
24
R = P X S
R = Riesgo
P = Probabilidad
S = Severidad
Parámetro de Riesgo
Directamente
Proporcionales
Cambio Climático
incrementa
Probabilidad de
Ocurrencia
Severidad Aumenta
conforme
Infraestructura soporta
embates climáticos
25. ¿Como logramos una
Infraestructura Sostenible &
Resiliente?
• Urgente Completar Inventario & Diagnóstico de
Infraestructura Vital Existente
• Provisionar recursos suficientes en caso de Reconstrucción de
Infraestructura Vital (1998, Huracán Mitch U.S. $ 571.4, 90 puentes
seriamente dañados)1
• Incrementar Planificación, Contigencialidad, Agilidad, en
esfuerzos reconstructivos
• Renovación (“Revamping”), Modernización (“Retrofitting”), de
Infraestructura Vital Existente para soportar nuevas Variables
ante el Cambio Climático
• Actualización de Códigos de Construcción, Manuales de
Carreteras, Legislación orientada a una Infraestructura
Resiliente
• Cambiar el Paradigma del Enfoque hacia la Infraestructura
25
Fuente: 1Banco Mundial, Reporte No. PID8276, Reconstrucción Puentes & Carreteras
26. Enfoques Hacia la Infraestructura
Enfoque Reactivo
Aprovisionar Servicios &
Recursos
Suministrar Infraestructura
Cuantificar Demanda
Enfoque Pro-Activo
Aprovisionar Servicios &
Recursos
Proyectar Demanda
Anticipar Infraestructura
Fortalecimiento de la
Gobernabilidad / Gerenciamiento /
Influencia
26
FUENTE: Taller Investigativo 1: “Comparativo Internacional de Gobernabilidad Climática, 11-15 Abril 2016, Phd Nikolai Bobylev
27. En Resúmen
• Seguimiento Cercano &
Establecimiento de Metas
Alcanzables según
Objetivo 9
(Infraestructura) de
Naciones Unidas, 2030
• Incorporación del Marco
de Sendai para la
Reducción de Riesgo de
Desastres 2015-2030
• Inventario de
Infraestructura Vital
(Puentes); Método PIEVC,
Opción Viable
• Cambio de Paradigmas,
Enfoques hacia Protección
de Infraestructura Vital &
sus alrededores 27
28. Gracias por su Atención!!!
Seminario Encuentro Nacional de Infraestructura; Federación Panamericana de Consultores
(FEPAC) 02-04 Noviembre 2016, San Pedro Sula, Honduras, Centroamérica
Máster Ingeniero & Abogado Juan Pablo Hernández Flores
Consultor Senior, ACSIO SRL, Honduras, C.A.
28
Hinweis der Redaktion
Avance Social vrs. Costo Ambiental: (Informe Brundtland 20 Marzo 1987 O.N.U.)
Fuente pic 1: https://www.google.hn/search?q=INDUSTRIAL+CIVILIZATION&source=lnms&tbm=isch&sa=X&ved=0ahUKEwiuxo6y8r3PAhVL0h4KHYJUCu0Q_AUICCgB&biw=1024&bih=494#tbs=isz:m&tbm=isch&q=GREEN+CITY&imgrc=htZdKSp8R4i3CM%3ª
Fuente pic 2: https://www.google.hn/search?q=INDUSTRIAL+CIVILIZATION&source=lnms&tbm=isch&sa=X&ved=0ahUKEwiuxo6y8r3PAhVL0h4KHYJUCu0Q_AUICCgB&biw=1024&bih=494#q=INDUSTRIAL+CIVILIZATION&tbm=isch&tbs=isz:m&imgrc=X_-Ngavlw3-75M%3ª
NOTA: Del desarrollo sostenible según Brundtland a la sostenibilidad como biomimesis Roberto Bermejo Gómez de Segura,
http://www.upv.es/contenidos/CAMUNISO/info/U0686956.pdf
Fuente: http://www.worldenergy.org/wp-content/uploads/2014/04/Traduccion-Estudio-Recursos-Energeticos1.pdf
Fuente Datos: http://datos.bancomundial.org/indicador/SP.URB.TOTL.IN.ZS?end=2015&locations=HN&start=1960
Fuente datos Crecimiento Poblacional Proyectado: https://esa.un.org/unpd/wpp/publications/files/key_findings_wpp_2015.pdf; Pg. 14 de 65.
Fuente: BOLETIN FAL Edición Nº 347 - número 3 / 2016, Original: Español
Situación y desafíos de las inversiones en infraestructura en América Latina
w w w . c e p a l . o r g / t r a n s p o r t e
Fuente_: https://es.wikipedia.org/wiki/Am%C3%A9rica_Central
Poste Saturado: https://www.google.hn/search?q=poste+de+alumbrado+p%C3%BAblico+tegucigalpa&source=lnms&tbm=isch&sa=X&ved=0ahUKEwjA_fCv7sfPAhXDFh4KHVwcCCgQ_AUICCgB&biw=1600&bih=745#imgrc=6M4xjzQ_Ta-h0M%3A
Imagen Niños y Gradas: http://www.harvarddesignmagazine.org/issues/28/improving-informal-settlements-ideas-from-latin-america
Calle en Mal Estado: https://www.google.hn/search?q=poste+de+alumbrado+p%C3%BAblico+tegucigalpa&source=lnms&tbm=isch&sa=X&ved=0ahUKEwjA_fCv7sfPAhXDFh4KHVwcCCgQ_AUICCgB&biw=1600&bih=745#tbm=isch&q=calle+en+mal+estado+tegucigalpa&imgrc=0GdQ7xx-pWk4nM%3A
FUENTE: Marco de Sendai 2015-2030
http://190.104.113.18/application/files/7814/6836/3467/MSRRD.pdf
Fuente imagen: http://www.fu-berlin.de/en/sites/uas/uas-pool/spring-campus-conference-documentation/_media/presentations-pdf/UAS2016_Bobylev-II.pdf
FUENTE: Building resilient infrastructure in the face of climate change in African cities: Scope, potentiality and challenges
Elmond Bandauko, Elias Mazhindu, Ndarova Audrey Kwangwama & Godfrey Chikowore
http://www.tandfonline.com/doi/full/10.1080/0376835X.2015.1113122
FUENTE SECUNDARIA: http://www.statensnet.dk/pligtarkiv/fremvis.pl?vaerkid=12587&reprid=0&filid=4927&iarkiv=1
FUENTE: http://documents.worldbank.org/curated/en/222801468774875044/text/multi0page.txt
Report No. PID8276
Project Name Honduras-Road Reconstruction And (+)
Improvement Region Latin America and Caribbean Region Sector Highways
Project HNPE57538
Borrower(s) Republic Of Honduras
Implementing Agency Soptravi
Environment Category B
Date PID Prepared August 30, 1999
Projected Appraisal Date November 29, 1999
Projected Board Date March 16, 2000
1. Country and Sector Background Main Sector Issues Honduras already ranks among the least developed countries in the Western Hemisphere. It is the third poorest country in LAC with a GNP per capita of US$730 (1998). Unprecedented damage was caused to the physical infrastructure of the country when Hurricane Mitch struck Honduras last October, 1998 (October 25 to 31). Winds blew at speeds of about 285 km/hr and over a meter of rain fell in some areas. The Economic Commission for Latin America (ECLAC) estimates the recovery cost of roads, bridges and telecommunication infrastructure was US$571.4 million (about 11 W of the GDP). Over 90 bridges were either destroyed or severely damaged, 8 of them in Tegucigalpa. The main road corridors suffered extensive damage to the point that Tegucigalpa and other towns were cut off from the rest of the country by road for several days. The San Pedro Sula Airport was flooded and shut down for one week. Countless towns across regions had power lines knocked down and were isolated by roads buried under mud slides. When Hurricane Mitch struck, the GOH was completing the implementation of the Transport Sector Rehabilitation Project, TSRP (Credit 2458-HO). The TSRP was scheduled to close on December 31, 1998 with most project targets fully achieved and in some cases, exceeded. Some of the works financed under the project were damaged by the hurricane and this prompted the GOH to request an extension to its Closing Date to repair them. Simultaneously, IDA approved on January 7, 1999, a Supplemental Credit of US$ 20 million to Credit 2458 to assist the GOH with the immediate road and bridge reconstruction/repair needs. The Supplemental Credit is under implementation and all the works are expected to be completed by March 30, 2001. There is, however, a need for a longer term reconstruction/rehabilitation assistance in the road subsector. The last Transport Sector Strategy Paper (TSSP) was prepared by IDA in April 1992 (Report No. 10285-HO). The main conclusions and actions recommended in the TSSP were: (i) expand the participation of the private sector in the provision of transport services where appropriate --- e.g. supporting the contracting of road maintenance; encouraging operation and facility concessions in ports and airports; and restructuring railway services; (ii) improve fiscal performance --- e.g. establishing road user charges, improving bus fare pricing in urban transport, promoting the establishment of cost- based tariffs in the port subsector ; (iii) emphasize maintenance and rehabilitation of existing assets --- e.g. preserving the present road network before undertaking further expansion; rehabilitating airport infrastructure; (iv) strengthen investment selection --- e.g. analyzing alternatives; undertaking system evaluations; (v) support institutional and policy reforms --- e.g. encouraging the strengthening of planning and regulatory capabilities; assisting in the privatization process in the transport sector; (vi) promote environmental protection --- e.g. supporting the strengthening of the environmental unit in SOPTRAVI Many of these recommendations were followed under the IDA-financed TSRP. During the implementation of this project, several positive developments have taken place, including: (i) moving from road maintenance by force account to road maintenance by contract (100%-); in the process, the staff of the Road Maintenance Directorate (DGCCA) was reduced from 5500 to the present 700. A large percentage of the staff that left the DGCCA became contractors and are now working for the DGCCA; (ii) the design of the Road Fund which is currently being implemented. Although the Road Fund was originally approved by Congress in December 1993, its implementation was delayed until this year. Once the Road Fund becomes fully operational (i.e. properly staffed and equipped, and with adequate financial resources to carry out the maintenance program), DGCCA, as it is known today, will disappear and in its place, a small maintenance unit (Sub-Direccion) will be created under the Roads Directorate (DGC). (iii) preparing the basis for the concession of the main airports in the country (e.g. draft civil aviation law yet to be approved by Congress, provision of TA to the Civil Aviation Directorate -- DGA); and preparing studies for the concession of the container park at Puerto Cortes and for the rationalization of railway operations; (iv) financing of road rehabilitation works (main, secondary and feeder roads) and bridge rehabilitation and construction; (v) financing the rehabilitation of the runway at the San Pedro Sula Airport; (vi) creation and training of a road unit within the planning unit of SOPTRAVI (UPEG --Unidad de Planificaci6n y Evaluaci6n de Gesti6n) to handle the economic evaluation, planning and programming of road investments; the unit is fully equipped to carryout its functions, and is currently collecting road and traffic data in order to prepare a multi-year road investment plans; and (vii) designing and implementing a bridge management system (HONDUSAP) which provided timely bridge information during Hurricane Mitch. Although the TSRP has made significant contributions to the improvement to the transport sector of Honduras, there are some areas that were either not addressed by the project, need to be addressed in more detail, or require of a follow-up operation to firm up. These areas are: (i) the implementation of the Road Fund is very important to the sustainability of the upcoming road reconstruction/rehabilitation investments, and SOPTRAVI will need additional assistance to complete its implementation; this includes the restructuring of DGC; (ii) the introduction of new maintenance schemes that have proven very successful in other countries such as the use of community-based micro- enterprises for routine maintenance activities; (iii) the preparation of a low volume roads strategy that would set the stage for future work in this area; (iv) the work on the rationalization of the railways begun under the TSRP needs to be finalized; and (iv) the institutional strengthening of SOPTRAVI in the planning, programming and budgeting areas needs to be firmed- up. IDA will continue to work very closely with the IRF/UN-ECLAC/GTZ "Financial and Institutional Reform of Road Maintenance in Latin America and the Caribbean" on the implementation of the Road Fund and of the maintenance
- 2- pilot projects that would be financed under the proposed project. Government Strategy The GOH's strategy for the road subsector is contained in the PMRTN. The first priority is to recover the road and bridge infrastructure damaged by Hurricane Mitch and to implement the Road Fund to ensure adequate maintenance levels. Emphasis is also given in the PMRTN to the improvement of the main trade corridors particularly those on the so-called Natural Corridor (the road corridor along the pacific side of Central America that connects all countries). Also, GOH's strategy calls for SOPTRAVI to continue strengthening its capacity to manage the transport sector. This effort includes, the strengthening of SOPTRAVI's planning, programming and budgeting capabilities, the restructuring of DGC following the implementation of the Road Fund, and the strengthening of the environmental unit within SOPTRAVI. 2. Objectives The objectives of the project would be: (a) to restore road access damaged by Hurricane Mitch; (b) to improve trade corridors; and (c) to establish a sustainable and accountable financial and institutional set-up for the road subsector. These objectives would be achieved by: (i) assisting the GOH with the reconstruction, rehabilitation and improvement of roads and bridges included in Hurricane Mitch's National Reconstruction Plan (Plan Maestro de la Reconstruccion y Transformacion Nacional -- PMRTN) presented by the GOH at the Consultative Group Meeting held in Stockholm, Sweden, in May 1999; (ii) continuing IDA's support in improving road maintenance practices by providing TA to make the Road Fund fully operational, and by implementing maintenance pilot projects through micro-enterprises to stimulate employment in the rural areas; and (iii) continuing IDA's support in strengthening the institutional capacity of SOPTRAVI to manage the transport sector, with particular emphasis on the road subsector. 3. Rationale for Bank's Involvement IDA has supported the development of the Honduran road sector for a number of years and has maintained a key policy dialogue on the development and maintenance of the sector. Assisting the GOH in the development of the capacity to administer and maintain its road network is a difficult task under the best of circumstances. IDA was instrumental in focusing GOH's attention on the advantages of contracting out maintenance and of increasing maintenance funding on a sustainable basis. IDA's experience with the design and implementation of road funds has been very useful in the establishment of the Road Fund in Honduras. Under the proposed project, IDA will continue its support in these areas through the implementation of a pilot project for road maintenance through micro-enterprises and associated TA. IDA will also continue supporting other institutional building activities begun under the ongoing TSRP. As mentioned earlier, IDA has been working in very close cooperation with the IRF/UN-ECLAC/GTZ in assisting SOPTRAVI with the design and implementation of the Road Fund and of the proposed road maintenance pilot projects. Similarly, IDA has been very active in coordinating with all donors the road and bridge reconstruction and rehabilitation efforts. An example of this is the very close coordination with the IDB in formulating the response to the immediate road and bridge reconstruction needs i.e. IDA's Supplemental Credit to Credit 2458-HO for road and bridge reconstruction/rehabilitation, and IDB's loan to finance road and water infrastructure needs. - 3 - 4. Description 1. Road Reconstruction, Rehabilitation and Improvements. Studies are being prepared on four road sections. Two roads are on the main trade corridors: Jicaro Galan-El Amatillo (41 km) is on the so-called Natural Corridor and connects Honduras with El Salvador; and the other, Tegucigalpa- Danli (92 km), is part of the Pan-American Highway that connects Honduras with Nicaragua. The other two road sections being considered are: Santa Rita- Yoro (40 km) and Yoro-Olanchito (110 km) both roads are located in the Northern part of the country on the corridor that provides access to Puerto Castilla; the first road was severely damaged by Mitch (about 8 km were completely washed out by the hurricane). 2. Bridge Reconstruction and Rehabilitation The credit would finance the construction and/or rehabilitation of bridges damaged by Hurricane Mitch. Studies are under preparation. The list of bridges to be considered for financing under the project is yet to be prepared. 3. Road Maintenance Pilot Project The credit would finance a maintenance pilot projects for the implementation of two types of micro-enterprises: (i) Micro-enterprises formed by former employees of DGCCA; and (ii) micro-enterprises formed by local communities. 4. Consultants/TA/Training/Studies -Works Supervision (8.5w of 1+2+3) -TA for SOPTRAVI/DGC/Road Fund -TA for Maintenance Pilot Projects -Engineering Studies (roads, levies) -Railway Restructuring -Road Safety -Training Program -Project Coordination 5. Goods The credit would finance a limited amount of goods for the administration of the Road Fund and for the Maintenance Pilot Projects (vehicles, computers, office equipment and tools) 6. Unallocated (Contingencies) 5. Financing Total ( US$m) Government 10.4 IBRD IDA 50 Multilateral Institutions (Unidentified) 23.6 Total Project Cost 84 -4- 6. Implementation The Secretaria de Obras Publicas, Transporte y Vivienda (SOPTRAVI) would have the overall responsibility for the implementation of the proposed project. In addition, the Road Fund organization, when fully implemented, could assume the responsibility of implementing the proposed micro-enterprise maintenance pilot projects. DGC will be responsible for the overall implementation of the project components and this responsibility will fall on the Project Implementation Unit (PIU) created within DGC for the implementation of the ongoing Credit 2458-HO. Because of the limited availability of qualified staff in DGC, project coordination will be contracted with the private sector in the same way it was done for Credit 2458-HO. This arrangement has worked very satisfactorily. The proposed project would include funds to cover the cost of these services over the entire implementation period of the project. Bank guidelines for the procurement of consultant services will be followed in the selection of the firm. 7. Sustainability Two factors are essential to ensure the sustainability of the investments on the roads and bridges to be financed by the Credit: the capability to plan and execute routine and periodic maintenance in a timely and professional manner, and the availability of adequate funding levels to finance the maintenance interventions. Both these factors are addressed by the project through the support to be provided for the full implementation of the Road Fund, through the provision of TA and training in road management, and in planning, programming and budgeting activities, and through the restructuring of DGC to improve road management. 8. Lessons learned from past operations in the country/sector Including the ongoing TSRP, the Bank Groups has financed 9 highway projects in Honduras going back to 1955. IDA's experience with road projects in Honduras has shown that the principal problems have been related to: (i) planning, programming and budgetary procedures need to be given special emphasis; this is particularly true for road maintenance activities. A great deal would be achieved by improving planning, programming and budgeting activities, by the implementation of the Road Fund, and by an improved coordination between donors (ii) the GOH's ability to mobilize sufficient local resources to meet the counterpart funding requirements. For instance, during the initial stages in the implementation of the TSRP, arrangements had to be put in place to increase temporarily IDA's share of the project cost. Since the unavailability of counterpart funding could become a major issue under the present country situation, the requirements for local funding would be kept to a minimum; (iii) delays in processing procurement actions. Although Bank procurement guidelines have been adopted, the internal process of awarding, signing and registering contracts is very slow; IDA will discuss with the GOH during project preparation, possible ways to streamline the internal process; (iv) sustainable institutional improvements require significant efforts from the GOH and support from other donors over a long period of time; although TA and studies have been included in the project to strengthen SOPTRAVI, expectations must be kept realistic in a country undergoing major reconstruction efforts. The design of the proposed project will take into account the above lessons and lessons from other Bank projects particularly those where the implementation of road funds was included. 9. Program of Targeted Intervention (PTI) N - 5 - 10. Environment Aspects (including any public consultation) Issues Major: The project team has made a preliminary assessment of the environmental impacts of the proposed realignment of the road washed out by the river. If the consultants' final recommendation is to construct a portion of the road (about 12 km) on a different alignment, a more detailed environmental assessment would be required. However, no major environmental impacts are expected (Category B). The final recommendation is expected within the next two months. 11. Contact Point: The InfoShop The World Bank 1818 H Street, N.W. Washington, D.C. 20433 Telephone: (202) 458-5454 Fax: (202) 522-1500 Task Manager Guillermo Ruan The World Bank 1818 H Street, NW Washington D.C. 20433 Telephone: 202-473-7831 Fax: 202-676-9594 Note: This is information on an evolving project. Certain activities and/or components may not be included in the final project. Processed by the Infoshop week ending October 22, 1999. - 6 - Annex Because this is a Category B project, it may be required that the borrower prepare a separate EA report. If a separate EA report is required, once it is prepared and submitted to the Bank, in accordance with OP 4.01, Environmental Assessment, it will be filed as an annex to the Public Information Document (PID) . If no separate EA report is required, the PID will not contain an EA annex; the findings and recommendations of the EA will be reflected in the body of the PID. -7-
FUENTE: Taller Investigativo 1: “Comparativo Internacional de Gobernabilidad Climática, 11-15 Abril 2016, Phd Nikolai Bobylev
FUENTES:
http://repositorio.cepal.org/bitstream/handle/11362/39150/S1501174_en.pdf;sequence=1
Proyectos de Infraestructura: http://www.central-law.com/es/noticias/item/277-proyectos-de-infraestructura-en-honduras
¿Quién sostendrá el crecimiento de C.A. en 2016? http://revistamyt.com/quien-sostendra-el-crecimiento-de-centroamerica-en-2016/
LAS PRESAS: http://www.fepac.org/sites/default/files/bibliotecas/archivos/las_presas_y_el_desarrollo.pdf
La brecha de infraestructura en América Latina y el Caribe: http://www.cepal.org/es/publicaciones/6357-la-brecha-de-infraestructura-en-america-latina-y-el-caribe
Situación y desafíos de las inversiones en infraestructura en América Latina: http://repositorio.cepal.org/bitstream/handle/11362/40504/1/S1600760_es.pdf
http://www.harvarddesignmagazine.org/issues/28/improving-informal-settlements-ideas-from-latin-america Improving Informal Settlements in Latin America: harvard Design Magazine