Road Maintenance Financing in Sub-Saharan Africa: Reforms and progress towards second generation road funds
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1 Sub-Saharan Africa Transport Policy Program, SSATP Road Maintenance Financing in Sub-Saharan Africa: Reforms and progress towards second generation road funds M. BENMAAMAR, SSATP WB Transport Learning Week, Washington-DC, March
2 Organization of Presentation Principles accepted Criteria of 2G Road Funds Practice extended Outcomes to date Constraints encountered Challenges for Road Funds in Africa 2
3 Problematic Thirteen years following the establishment of the first RF in SSA: - Are road maintenance needs becoming more visible? - Have we sustained more funding for road maintenance? - Are we covering our maintenance needs? - Are road funds managed according to the user pay and to second generation road funds principles? - Are the available resources efficiently used value for money? - What needs to be done? 3
4 Why Road Funds? 1. Road management is a big business and requires huge revenues- traffic typically growing 1.5 to 2.0 times faster than GDP- faster than the government s tax base- governments cannot easily finance large, global enterprises through government tax revenues; 2. Other competing needs usually place roads at a considerable disadvantage in the annual budget debate; 3. Time differences between budget and maintenance cycles can be significant; 4. Road users do not pay enough for the use of roads; 5. Traffic volumes are not high enough to establish and sustain road tolling. 4
5 1980s: Limits of 1 st generation road funds Four standard difficulties: 1.Road Fund does not receive all its revenues 2.Funds used to pay for unauthorised items, or items not delivered to the road agency 3.Poor records and weak financial management - some road funds cannot even be audited 4.Unauthorized withdrawals ( raids ) - revenue taken and used for other purposes Earmarking diverts revenue from other sectors 5
6 1990s: 2 nd G Road Funds Principles accepted (1) Priority to road maintenance Raise road user charges User pay principle -Need to involve road users Road fund as a part of a move towards commercial management of roads High standards of governance leading to.. Second Generation Road Fund seen as a valid, permanent solution 6
7 Principles accepted (2) Features of the Second Generation Road Fund: 1. Sound legal basis separate road fund administration, clear rules and regulations 2. Strong oversight broad based private/public board 3. Agency which is a purchaser not a provider of road maintenance services 7
8 Principles accepted (3) Features of the Second Generation Road Fund: 4. Sound financial management systems, lean efficient administrative structure 5. Regular technical and financial audits 6. Revenues coming from charges related to road use and channeled directly to the Road Fund bank account 8
9 Practice extended 27 Road Funds in SSA 31 by end 2007 (Uganda, Senegal, Senegal, DRC and Burkina Faso) 9
10 C1: Sound legal basis?- (I) The second generation criteria are not always incorporated in the legislation A number of road funds were poorly designed and are far from meeting second generation road funds conditions and this partially explains numerous structural problems that undermine their performance While an increasing number of road funds now have considerable financial autonomy, there are a few which still have the majority of their revenues dependent on general taxation 10
11 C1: Sound legal basis?- (II) It is hardly mentioned in the reviewed legislations that the road funds should be responsible for the collection of funds revenues and rarely stated that the proceeds should be channeled directly to their bank accounts. Similarly, legislation of some road funds allows expenditure on other activities than road maintenance interventions (e.g. road rehabilitation and upgrading) Requirement for regular technical and financial audits is not always stated in the road fund legislation and cases where audits are a requirement but not budgeted for in the road fund expenditure. 11
12 C2: Strong and independent oversight board (I)? Average size of road fund boards is 12 members but this size varies from 5 members in Mozambique and Namibia to 24 in Republic of Congo. On only 12 road funds boards is the private sector representation in the majority. The board members have generally a weak understanding of second generation road funds principles, particularly among private sector representatives. In most cases, the chairperson of the board comes from the public sector and designated and appointed by the Parent Ministry. 12
13 C2: Strong and independent oversight board (II)? Independence of Chairman versus Public Relations Effort Independence of Chairman R 2 = Public Relations Effort 13
14 C3: Agency which is a purchaser not a provider of road maintenance services Not always the case! In a number of countries particularly in Anglophone Africa, the road fund board cumulates both oversight and executive powers. (Kenya, Zambia and Malawi) Not clear cut between RFs and RAs responsibilities Results Conflict of interests Most countries are now reviewing their institutional arrangements to separate the financing from the management and implementation of road works (e.g. Malawi, Zambia and Kenya). 14
15 C4- Sound financial management systems, lean efficient administrative structure Secretariat's size varies from 6 (Niger) to 76 (Djibouti) staff Average 19 staff 17 without Djibouti Overheads: 5% percent of the total road funds budget (4% excluding Djibouti) Executive Secretary not always recruited through open competition Hence impact on performance and autonomy of RFs 15
16 C5: Regular technical and financial audits Financial: funding arrangements are more transparent than in the past but still some interferences Technical: Disappointing results- maintenance works are not carried out in cost-effective ways Technical audit reports often land on a shelf. Occasionally discussed in stakeholders workshops, which lead to the development of action plans, but their implementation is not forthcoming 16
17 C6 : Revenues coming from charges related to road use and channeled directly to the Road Fund s bank account? 17
18 1.00 Ethiopia Rwanda Namibia Ghana Togo Tchad Tanzania 0.80 Madagascar Cameroun % direct channeling Guinea Côte d'ivoire 0.20 Benin Mozambique - Niger Mali % revenues from RUC Zambia 18
19 Fuel levy/road user charges (%) (Av.= 80% of RUC) Burundi Benin Cameroon CAR Chad Cote d Ivoire Ethiopia Ghana Kenya Madagascar Malawi Mali Mozambique Namibia Niger Rwanda Tanzania Togo Zambia Zimbabwe 19 Fuel levy/ruc (%)
20 Breakdown of Road User Charges (%) Country Fuel Tolls Transit license Overloading Total Chad Benin Namibia Burundi Lesotho Mali Rwanda Source: RMI- Matrix,
21 Level of fuel levy (in US cents/ liter) (Av. 7 and 6 cents/liter) in 2006 Petrol Diesel 21 Burundi Benin Cameroon CAR Chad Cote d Ivoire Ethiopia Ghana Kenya Madagascar Malawi Mali Mozambique Namibia Niger Rwanda Tanzania Togo Zambia Zimbabwe US Cents/liter
22 Availability of funds (Av.= 2 months equiv.) Burundi Chad CAR Ghana Guinea Kenya Madagascar Malawi Mali Namibia Rwanda Togo Cameroun Number of days 22
23 Average time for paying undisputed contractors bills (30 days) 23 Chad CAR Ghana Guinea Kenya Madagascar Malawi Mali Namibia Rwanda Togo Cameroun Burundi Number of days
24 Amount of maintenance work contracted out (Av. > 80%) Benin Cameroo n CAR Chad Djibouti Ethiopia Guinea Kenya Madagascar Malawi Mali Namibia Tanzania Zambia 24
25 Coverage of routine and periodic maintenance needs (Av. = 65% routine and 54% periodic) Routine Periodic Benin Burundi Cameroun RCA Chad Ethiopia Kenya Madagascar Malawi Mali Mozambique Namibia Niger Rewanda Tanzania Togo Zambia Zimbabwe 25
26 Some Indicators of Performance of Second Generation Road Funds in SSA - 27 active road funds are in place of which 9 established since 2000 and 7 in Francophone Africa - 18 out of 27 are established by a law - 12 with a board with private sector majority - 14 road funds rely 80% or more on road user charges as revenues - In nearly all cases, fuel levy is the principal means of raising road user charges - Average fuel levy in US cents/liter is 8 and 7 for petrol and diesel respectively - 11road funds have their revenues channeled directly to their bank account - Only about one third of road funds may now be meeting routine maintenance expenditure needs on a regular basis. Source: RMI-Matrix,
27 Outcome to date Overall, the road maintenance needs are becoming more visible Road funds have secured a more stable and predictable flow of funds for road maintenance but country progress varies widely More transparency in the management of funds Greater coordination between development partners EU, AfDB and bilateral agencies. 27
28 Constraints Encountered A number of road funds need restructuring Fuel levy assessment and adjustment process Diversification to other road user charges Release of resources to the Road Fund delays, leakages Efficiency of use of the available resources 28
29 Challenges for Road Funds in Africa (1) FINANCIAL Ensure equitable distribution of user charges: Vehicle license fees -particular regard to heavy vehicles; Develop a communication strategy to negotiate road tariffs- Mobilize road users and stakeholders more effectively influence decision-making Right sizing the network for road user financing 29
30 Challenges for Road Funds in Africa (2) INSTITUTIONAL Road boards to play effectively their role and be accountable to road users Finance is not enough a RF is a means to an end Need for road management restructuring to garner cost reductions that could be passed on to road users; Need to close the gap between road financing (RFs) and management (RAs) -Intermediate steps Performance based contracts for road management and maintenance requires stable of fund flows 30
31 Road Agencies in SSA 31
32 AFERA ( 26 member states: Benin Burundi Cameroun DRC Côte d Ivoire Djibouti Ethiopia Gabon Ghana Guinée Conakry Kenya Lesotho Madagascar Malawi Mali Mozambique Namibia Niger RCA Rwanda Tanzania Chad Togo Zambia Zimbabwe 32
33 SSATP Discussion Paper No 6 Thank you 33
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