2010年-世界发展银行全球_Bosnia_and_Herzegovina_-_The_Road_to_Europe___Annex_1_Primary_and_Secondary_Roads_-_A_Foundation_for_Private_Sector_Led_Growth_52页_825kb

Summary of Document: Annex 1. Primary and secondary roads - a foundation for private sector led growth

Core Content

This document provides an in-depth analysis of the institutional and operational framework of the road sector in Bosnia and Herzegovina (BH), with a focus on the challenges and opportunities for private sector involvement in the development and management of road infrastructure. It outlines the legal, policy, and organizational structures, as well as the current state of road assets and the demand for road transport.

Main Views and Key Information

1. Institutional Framework

• Legal and Regulatory Framework:
  The road sector in BH is governed by a fragmented and overlapping legal system, with responsibilities distributed between the state, entities (Federation of Bosnia and Herzegovina and Republika Srpska), and the Brčko Administrative District (BAD).

  • The state is responsible for international and inter-entity transport, while entities manage infrastructure.
  • There are three laws on public roads, one in each entity and one in BAD, and a draft state law under preparation.
  • The legal framework for concessions is particularly complex, with four different concession laws at the state and entity levels, creating uncertainty for investors.

• Compliance with the Acquis Communautaire:
  BH has made progress in aligning its road transport laws with EU regulations, but not all directives have been fully implemented.

  • Directive 91/671 on safety belts and Directive 92/6 on speed limitation devices are fully transposed.
  • Some directives, such as those on cabotage and crisis measures, have no provisions in place.
  • Implementation is hindered by poor infrastructure quality and lack of coordination between stakeholders.

• Policy Framework:

  • There is no national strategy for the development of the transport sector, and the lack of a unified policy has led to fragmented and inconsistent approaches at the entity level.
  • Two attempts to develop a national transport strategy (BIHTMAP in 2001 and a 2007 initiative) failed due to disagreements over responsibility and priorities.
  • The absence of a national strategy has resulted in inefficient and potentially wasteful investments.

• Organizational Structure:

  • The road sector is highly fragmented, with 18 distinct bodies managing different aspects of the network.
  • The state ministry (MOCT) is responsible for international and inter-entity transport, while the Federation and Republika Srpska have their own ministries and road agencies.
  • The Federation's Road Directorate (FBHRD) and Republika Srpska Roads (RSR) are responsible for the management and maintenance of primary and secondary roads, with private contractors handling physical implementation.
  • Both entities lack effective multi-year planning and asset management systems, which are essential for sustainable infrastructure development.

2. Road Assets and Infrastructure

• European Dimension:
  BH is part of the Pan-European Networks (PEN) and the SEETO Core Network, which highlights the importance of its road infrastructure in regional connectivity.

  • The magistral (primary) road network is 3,800 km long and covers the entire country, though it is in varying condition.
  • The regional (secondary) road network is 4,815 km long and generally in worse condition than the magistral network.
  • Local roads are the least developed and often unpaved.

• Road Safety:

  • The 2007 State Law on Road Safety is limited in scope, focusing only on driver licensing, road rules, and penalties.
  • It does not provide a comprehensive framework for road safety interventions.
  • Implementation is hampered by poor infrastructure and lack of coordination.

• Upgrading the Road Network:

  • There is a need for significant upgrades to the magistral and regional road networks to meet future demand.
  • The development of a motorway network is also necessary but must be approached carefully to avoid inefficiencies.

3. Private Sector Participation

• Private Sector Role:
  • The private sector has a key role to play in improving the efficiency and sustainability of the road sector.
  • Private participation can bring benefits such as better value for money and more effective management.
  • However, the current legal and institutional framework is not conducive to private investment due to lack of clarity, coordination, and stability.

Conclusion

• The road sector in BH is characterized by a complex and fragmented institutional and legal framework, which hinders effective management and private sector involvement.
• The lack of a national strategy and the absence of a centralized approach have led to inefficiencies and inconsistencies in infrastructure development.
• There is a need for improved coordination, clear legal mandates, and a more unified policy framework to enable sustainable and strategic development of the road network.
• Enhancing the role of the private sector through better legal and institutional support is essential for long-term growth and efficiency in the transport sector.