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Yugoslavia - Tenth Highway Project (英语)

The Tenth Highway Project provides for direct participation by the Bank in a 3-year (mid-1979 to mid-1982) slice of the 1979-85 highway development programs of the five participating Republics/Provinces. These development programs, which result from the recommendations of Highway Master Plan Studies which each agency carried out cover: the construction of new roads; the reconstruction and rehabilitation of existing roads; the purchase of specialized equipment to assist the Roads Organizations in monitoring traffic and in acquiring and processing data related to the operations of their networks of interregional and regional (including primary, secondary and feeder) roads; and personnel training to assist the Roads Organizations in improving their standards of administering and maintaining their roads networks. Benefits of the highway sector loan would be improved communications and the lowering of transportation costs within the five Republics/Provinces. All sectors of the economy will benefit due to these improvements, and many outlying regions will be better integrated with the main traffic system, thus permitting a balanced development of the less-developed parts of Yugoslavia.

详细

  • 文件日期

    1979/03/31

  • 文件类型

    行长备忘录及推荐

  • 报告号

    P2452

  • 卷号

    1

  • Total Volume(s)

    1

  • 国家

    世界,

  • 地区

    欧洲与中亚区,

  • 发布日期

    2010/06/24

  • Disclosure Status

    Disclosed

  • 文件名称

    Yugoslavia - Tenth Highway Project

  • 关键词

    balance of payment;binding constraint on economic growth;water supply and sewerage;current account deficit;level of traffic congestion;access to the sea;decentralization of decision making;real per capita income;financial accountability of enterprise;foreign exchange;regional income disparity;debt service ratio;highway expenditure;mode of transport;revenue from taxes;private car ownership;coordination of transport;transport and energy;reconstruction and rehabilitation;individual farmer;agricultural sector;personnel training;regional disparity;bank lending;road transport;adverse weather conditions;high traffic volume;unit of production;allocation of resource;control of vehicle;rate of inflation;means of production;supply of power;european investment bank;transportation of passenger;unit labor costs;number of cars;high oil price;agricultural labor force;rate of growth;financial transfer mechanism;small scale industry;incidence of unemployment;population growth rate;price of oil;natural gas pipeline;power of workers;share of investment;total debt service;total labor force;air pollution control;responsibility for transport;import of goods;legally binding agreement;transport policy objective;investment in road;length of road;exchange rate adjustment;roads and development;legally binding undertaking;community of interest;regional road network;exchange of information;road development;institutional framework;highway financing;domestic production;balanced development;project road;employment opportunity;employment opportunities;external capital;road-user charge;long-term capital;investment program;Employment Policies;Proposed Investment;grace period;import substitution;basic infrastructure;passenger traffic;freight traffic;market-oriented economy;modern sector;world economy;employment policy;civil works;rural transportation infrastructure;transportation link;raw material;highway administration;domestic demand;highway maintenance;inflationary pressure;highway network;road program;registered unemployment;central planning;worker self-management;unemployment rate;convertible currency;local production;long-term debt;dependency ratio;Oil Pipeline;driving force;multipurpose loan;market price;land acquisition;constant dollar;loan amounting;capital-intensive investment;grant element;labor-intensive activities;food processing;voluntary contribution;overseas training;local contract;diesel oil;road expenditure;license fee;domestic loan;budgetary allocation;public loan;operational function;common policies;regulatory matter;domestic contract;adequate maintenance;Bank Credit;industrial enterprise;road safety;international aspect;municipal area;direct participation;transport company;undeveloped areas;road section;debt contract;return migrant;productivity agricultural;translation services;technological know-how;capital inflow;Capital Inflows;road link;productive activity;agricultural cooperative;executive board;transport investment;planning authority;transport facility;mass transport;specialized equipment;toll facility;regional network;rail lines;regional surveys;bank assistance;sector analysis;bank's participation;water resource;marketing expertise;external resource;rail link;flood plain;coastal mountains;access route;central regions;geographical location;international flight;inland waterway;regional balance;traffic growth;beneficial impact;railway cost;transmission system;power exchange;financial market;decentralized management;cultivated land;farm population;farming sector;extension service;infrastructural facility;commercial policy;rural population;agricultural product;international financing;constitutional change;acceptable solution;credit facilities;acceptable degree;bank operation;government planning;contractual arrangement;population size;bank activity;industrial producer;external price;reducing inflation;cyclical behavior;import requirement;price control;social pressure;money supply;industrial sector;domestic inflation;agricultural production

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