Governance of Transport Corridors in OIC Member States:
Challenges, Cases and Policy Lessons
21
current corridor performance, identify bottlenecks and define room for improvements. However, in
many cases, the initial objectives are not so clearly defined, nor are they based on advanced analytical
performance techniques. A detailed corridor performance assessment could be performed in later
stages when objectives are defined in the specific. Yet, data on corridor performance can be used to
gain support from a variety of stakeholders in the early stages leading up to the first agreement.
As transport is such an intrinsic part of the functioning of society, objectives often go beyond the
transport system itself. Transport infrastructure connects regions, economic activities and people.
hows the various secondary objectives related to social, political, environmental and
economic issues that can be achieved when developing transport systems.
Table 2.2 Secondary objectives related to the development of transport systems
Dimension Objectives
Social  Facilitating access to social services such as welfare or healthcare by
increasing the mobility of people;
 Contributing to food security in Africa (Kuhlmann, Sechler & Guinan, 2011);
 Social cohesion in EU (Aparicio, 2017).
Political  Governments can achieve political goals through transport, such as job
creation, regional development, or the creation of a channel for political
dialogue between nations;
 Establish political dialogue in the Western Balkan (SEETO).
Environmental  Transport has a significant impact on environmental issues related to public
health, noise pollution and water and air quality.
Economic  Transport facilitates the growth of economic activities and the economic
competitiveness of the participants.
Source: based on Rodrigue, Comtois, & Slack (2006).
Transport corridors are included in national strategies and plans
Objectives are defined during the knowledge exchange phase, in which the various stakeholders get
together and identify a common interest regarding the development of the transport system. Once the
stakeholders find consensus, the process of drafting an agreement begins. Such agreements differ in
terms ambition and extent to which they are binding, and may range from a Memorandum of
Understanding (MoU), intending a common line of action without legal commitment by its signees, to
international treaties regarding various commitments and requiring domestic authorization. Each of
the seven corridor governance aspects may be included in the agreement to varying levels of detail.
Hence, the extent to which the plans on corridor development are incorporated in national strategies
depends on the arrangements between the nations. MoUs are not binding, and merely indicate a
willingness to do something. There are no consequences for non-compliance. Treaties on the other
hand are binding and need to be incorporated in national strategies. The ambition outlined in the
objectives determines the scope and depth of the rest of the governance aspects.
2.2.2 Legal framework
Legal basis
Once there is a consensus between the different stakeholders on the objectives and management of
the corridor, the process of creating a legal basis begins. Legal instruments are binding (to various
degrees) and commits countries to carry through transport reforms. The legal framework takes form
as an agreement between the participants, defined by Kunaka and Carruthers (2014, p. 74) as: