Planning of National Transport Infrastructure
In the Islamic Countries
99
 Inadequate investment plans
 Inefficiency of public institutions and inadequate regulatory framework inmany subsectors
 Exclusion of the private sector from the management and financing of investments,
intervening only in the execution of studies and works
The second LPST, adopted in 1998, denoted continuity with the goals of the first one and
consolidated its processes of improvement of infrastructures. The most relevant themes were
 The creation of autonomous public agencies, some of them already active: Autonomous
Agency of Road Works (AATR) and National Agency of Civil Aviation (ANACS) and others
yet in development, being FERA National Agency of Maritime Affairs (ANAM) and National
Agency of Meteorology of Senegal (ANAMS)
 Involvement of the private sector in management and financing through PPP and public
service concessions (Dakar-Bamako Rail Line, Dakar-Ziguinchor maritime link, Dakar
container terminal, toll motorway)
 The introduction of new financing methods such as the bond issuance for the extension of
the Dakar Container Terminal
 Modernization of the legislative and regulatory framework in all subsectors (Civil Aviation,
Merchant Marine, Land Transport)
 More attention to safety and security issues, as well as environmental management
At the end of the second LPST, most of the bullets above mentioned had not been achieved yet
and those of the first LPST were far from that, too. The efficiency of the public institutions had
large room for development, as well as the improvement of the services, the state of the
infrastructures and the PPP. Up to now, however, this latter topic has been further developed
and at the Ministry of Infrastructure, Land Transport and Disenclavement the level of
involvement of private sector in transport planning decision making is accounted to be high.
The third LPST had been planned for the five-year program between 2010 and 2015 and had
the same commitments as a project funded by Partenaires Techniques et Financiers/PTF (in
English: Technical and Financial Partners) and the PATMUR (Support Project for Transport and
Urban Mobility).
The above mentioned ANAMwas created to take charge of the operational activities of maritime
affairs and secondary ports. Also, the FERA (Autonomous Road Maintenance Fund) was finally
instituted and, in conjunction with it, an Autonomous Road Fund was set up. It has introduced a
“road user fee” that ensured the financing of the road maintenance.
In the period between 2005 and 2013 additional institutional and political reforms were
enacted. It is in 2005 that the second-generation road fund FERA was established.
Contemporaneously, they proceeded in restructuring the road agency AATR in 2000 and
renamed it Ageroute (Road Works and Management Agency) in 2010. From that time on,
Ageroute has the task to supervise modernization and maintenance of the road network. The
management of the rural road network, though, was delegated to local authorities (European
Commission, 2016).