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Printed on Demand. Limited stock is held for this title. If you would like to order 30 copies or more please contact [email protected] Contact [email protected], if currently unavailable. In developing and transition economies, 60 to 80 percent of all passenger and freight transport moves by road-the main form of access for most rural communities. Yet most of the 11 million kilometers of roads in these economies are badly maintained and poorly managed. This paper discusses one of the most effective ways to promote sound policies for managing and financing road networks--commercialization. It discusses the emerging central concept of bringing roads into the marketplace, putting them on a fee-for-service basis, and managing them like a business.
World Bank Technical Paper No. 275.This paper summarizes the experience gained from nine countries participating in the Africa Road Maintenance Initiative (RMI)--Cameroon, Kenya, Madagascar, Nigeria, Rwanda, Tanzania, Uganda, Zambia, and Zimbabwe. The author concludes that commercialization is the key to road maintenance reform: bring roads into the marketplace, put them on a fee-for-service basis, and manage them like a business instead of a bureaucracy.Commercialization requires four complementary reforms: - Ownership--involve road users in management to win public support for more road spending- Financing--secure an adequate and stable flow of funds - Responsibility--identify all those involved in the operation and clarify the responsibilities of each - Management--introduce sound business practices and strengthen managerial accountability.The RMI, launched by the United Nations Economic Commission for Africa and the World Bank, has spent the past six years working with African countries to identify the underlying causes of poor road maintenance policies and develop an agenda for reforming them. The initiative attempts to put the management and financing of roads on a sustainable long-term basis.
World Bank Technical Paper No. 409. In developing and transition economies, 60 to 80 percent of all passenger and freight transport moves by road-the main form of access for most rural communities. Yet most of the 11 million kilometers of roads in these economies are badly maintained and poorly managed. This paper discusses one of the most effective ways to promote sound policies for managing and financing road networks--commercialization. It discusses the emerging central concept of bringing roads into the marketplace, putting them on a fee-for-service basis, and managing them like a business.
Singling out roads as an important factor in economic development, this report presents the findings of a regional technical assistance inquiry carried out to examine the problem of road funding in Asia with the aim of proposing case-specific solutions. Particular attention is paid to the data collected during road assessments performed in the Kyrgyz Republic, Pakistan, Uzbekistan, and Vietnam. Also discussed are a number of possible strategies for combating road-maintenance neglect across Asia.
Road asset management is one of the top priorities of the Central Asia Regional Economic Cooperation (CAREC) Transport and Trade Facilitation Strategy 2020. The implementation of performance-based road maintenance contracts (PBCs)—an essential element of road asset management—promotes effective and efficient maintenance of road networks. Well-designed PBCs keep roads in predefined good condition at relatively low cost. This guide aims to help policy makers in CAREC member countries understand and implement PBCs. After a brief history of the development of PBCs, it discusses the various types of PBCs and their relative advantages and disadvantages. It highlights PBC implementation in selected developed, developing, and transitional countries, including CAREC member countries, to illustrate best practices.
Provides an analysis of rural road maintenance in the Asian region.
Urban transport systems are essential for economic development and improving citizens' quality of life. To establish high-quality and affordable transport systems, cities must ensure their financial sustainability to fund new investments in infrastructure while also funding maintenance and operation of existing facilities and services. However, many cities in developing countries are stuck in an "underfunding trap" for urban transport, in which large up-front investments are needed for new transport infrastructure that will improve the still small-scale, and perhaps, poor-quality systems, but revenue is insufficient to cover maintenance and operation expenses, let alone new investment projects. The urban transport financing gap in these cities is further widened by the implicit subsidies for the use of private cars, which represent a minority of trips but contribute huge costs in terms of congestion, sprawl, accidents, and pollution. Using an analytical framework based on the concept of "Who Benefits Pays," 24 types of financing instruments are assessed in terms of their social, economic and environmental impacts and their ability to fund urban transport capital investments, operational expenses, and maintenance. Urban transport financing needs to be based on an appropriate mix of complementary financing instruments. In particular for capital investments, a combination of grants †“from multiple levels of government†“ and loans together with investments through public private partnerships could finance large projects that benefit society. Moreover, the property tax emerges as a key financing instrument for capital, operation, and maintenance expenses. By choosing the most appropriate mix of financing instruments and focusing on wise investments, cities can design comprehensive financing for all types of urban transport projects, using multi-level innovative revenue sources that promote efficient pricing schemes, increase overall revenue, strengthen sustainable transport, and cover capital investments, operation, and maintenance for all parts of a public transport system, "from the sidewalk to the subway."