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Management and financing of roads : an agenda for reform (英语)

Road transport is the dominant mode of transport in sub-Saharan Africa, carrying close to 90 percent of the region's passenger and freight transport, and providing the only access to rural communities where over 70 percent of Africans live. Despite their importance, most of the region's nearly 2 million km of roads are poorly managed and badly maintained. By 1990, nearly a third of the $150 billion invested in roads had been eroded through lack of maintenance. To restore only those roads that are economically justified and prevent further deteriorations will require annual expenditures of at least $1.5 billion over the next ten years, or more than double the requirements of regular maintenance. To find sustainable solutions to these problems, the United Nations Economic Commission for Africa (UNECA) and the World Bank launched the Road Maintenance Initiative (RMI) as part of the sub-Saharan Africa Transport Policy Program (SSATP). With support from a number of bilateral donors, the Initiative has spent the last six years working with African countries to identify the causes of poor road maintenance policies and to develop an agency for reforming them. The key concept to emerge from the debate on how to strengthen financing and management of roads is commercialization; bring roads into the marketplace and put them on a fee for service basis. However, since roads are and will largely remain a public monopoly, commercialization requires complementary reforms in four important areas called the four basic building blocks; 1) create ownership by involving road users in management to win public support for adequate funding and control of the agencies; 2) secure an adequate and stable flow of funds; 3) clarify who is responsible for what; and 4) strengthen management by adoption of private sector management practices. A number of sub-Saharan African countries are in the process of implementing reforms towards the commercial management of their roads. These reforms include involving road users in management through road management boards, securing an adequate and stable flow of funds through road tariffs/road funds, and increasingly commercializing/privatizing the execution of engineering services and road works.

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详细

  • 作者

    Heggie, Ian G.

  • 文件日期

    1995/03/31

  • 文件类型

    出版

  • 报告号

    WTP275

  • 卷号

    1

  • Total Volume(s)

    1

  • 发布日期

    2002/10/22

  • Disclosure Status

    Disclosed

  • 文件名称

    Management and financing of roads : an agenda for reform

  • 关键词

    terms and conditions of employment;average annual daily traffic;water use in agriculture;Economic Rate of Retum;poor road maintenance;road agency;main road network;flow of fund;management of road;vehicle operating cost;land for development;assignment of responsibility;private sector representative;general tax revenues;road maintenance policy;allocations for road;financing of road;cost of road;private sector management;assessment of need;rural road network;private sector concession;number of vehicles;vehicles per day;adverse environmental impact;private sector concessionaire;road transport industry;length of road;world war ii;rate of inflation;vehicle license fee;hard budget constraint;Water Resource Management;poor road condition;water resources institutions;road maintenance program;rural access road;urban environmental quality;private sector company;sound business practice;inverse elasticity rule;impact of road;human resource requirement;cost recovery policy;fee for service;civil service regulations;road maintenance expenditure;large urban areas;road management system;public sector counterpart;gross vehicle weight;mode of transport;financial accounting system;trunk road network;road spending;replacement cost;managerial accountability;Toll Road;road sector;annual expenditure;public monopoly;urban roads;public support;freight transport;road work;road funding;paved road;management structure;rural community;donor community;deferred maintenance;monopoly power;Road Networks;institutional framework;fuel levy;road toll;road tariff;net cost;rainy season;road deterioration;remuneration package;foreign exchange;saving money;road traffic;toll revenue;road expenditure;government road;gravel road;money market;rural area;urban network;non-governmental organization;sustainable solution;internal accountability;corporate plan;road policy;local resident;financial audits;running cost;budget purposes;country variation;Fixed Assets;donor agencies;Local Govemment;outstanding debt;transit corridor;contract work;institutional base;discount rate;financial resource;public accountability;managerial autonomy;auditing procedure;preventive maintenance;policy study;self-help basis;organizational structure;functional classification;Road Accidents;community level;village council;collaborative framework;agricultural output;market economy;managerial incentive;operational performance;engineering service;user management;Road Funds;scale economy;regional capacity;hdm iii;local taxes;grass root;market signal;administrative consideration;fuel smuggling;market place;business enterprise;effective systems;Population Growth;biological diversity;Water Allocation;protected area;copyright notice;noncommercial purposes;classroom use;river blindness;resource constraint;Management Systems;Higher Education;urban transport;fiscal revenue;budget allocation;fiscal condition;improve revenue;excise tax;public program;high tariff;military government;company operating;Property tax;forestry management;Water Demand;Agricultural Extension;toll facility;disciplinary procedure;loan portfolio;urban districts;costing system;maintenance equipment;staff morale;competitive term;

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