Planning of National Transport Infrastructure
In the Islamic Countries
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 Saudi Arabia National Development Plan (2016)7 and Vision 2030 14 years;
 Senegal National Transport Plan and Country Programme 4 years;
 Tajikistan National Development Plan (Tajikistan, 2016) 14 years;
 Turkey National Development Plan (Turkey, 2014) 5 years;
 Uganda National Transport Plan8 15 years, NDP (Turkey, 2016) 4 years, including
30 year vision.
For developing countries, long term planning horizons might constitute a problem, as their
available capacities are limited. Under non-stable conditions the accuracy of long term planning
is rather low and might not act as a reliable guidance to the future. Large investments (mega
projects) involving long distances do require long term planning, due to the funding challenge
of both the investment and the operations and maintenance (New Zealand, 2014).
Some countries apply a 4 or 5-year cycle to publish a national development plan or strategy, and
do this in a well-structured and consequent way. It is part of their administrative standard
procedure. Although well structured, a specific attention to national transport infrastructure in
most cases is rather limited. This would not constitute a problem, when a country publishes a
national transport infrastructure (master) plan, which is rarely the case.
In other cases, the intervals between subsequent editions of the national plans are non
structured or unknown. This holds especially for national transport infrastructure (master)
plans. Many of the plans are not publicly available, and if they are, it is limited to only one edition.
Previous or next editions are rarely mentioned.
2.5.2. Procedural Factors outside OIC Geography
Funding
NTI projects have a wide multidimensional impact over a long timespan. In order to make
investments in NTI attractive and sustainable, forecasting and identification of effects is
important, although it is a challenge to do this accurately (Alasad, 2012). At the same time public
budget are always under pressure, and it is a challenge to align the annual funding cycle with
the multi-year planning horizon of NTI plans. An example of this friction plays between the
German Federal Transport Infrastructure Plan and the Investitionsrahmenplan, or framework
investment plan. (Emberger, 2017, Roland Berger, 2013).
The Financier has a big stake in determining the investment, the project design, and in the
project selection. ”Without funding no project” is often heard.
Public budgets, being the traditional type of funding, play a key role. National plans are the key
to this important source of finance. In many countries requirements for projects to enter the
plan and to reach final approval have legal status (Emberger, 2017, Roland Berger, 2013, New
Zealand, 2014).
7 Available fro
8 document not yet found.