مقاله انگلیسی رایگان در مورد مشارکت عمومی و خصوصی در توسعه زیرساخت های حمل و نقل – امرالد 2016

Infrastructure has long been identified as a catalyst for economic growth. The demand for infrastructure development and the maintenance of existing infrastructure caused by economic growth and population increase has in many instances, overtaken the capacity of national governments to provide the necessary finance (Howes and Robinson, 2005). The estimates of investment needs for global infrastructure development ranges as high as US$3 trillion per year, of which approximately US$1 trillion per annum needs to be spent in developing countries (World Economic Forum, 2010). Howes and Robinson (2005) asserted that the estimate for developing the Asian region ranges from US$1 to US$2 trillion, US$600 billion for Latin America while Eastern Europe and Africa also need heavy capital infusions for infrastructure development. The inadequacy of infrastructure in Africa is widely recognised, particularly in Sub-Saharan Africa (SSA). The finance required to raise infrastructure to a reasonable level within the next decade is estimated at US$93 billion per year in Sub-Saharan Africa (World Bank, 2011). Nigeria is one of the key economies in the Sub- Saharan Africa, having one of the fastest growing populations of about 150 Million. However, the state of infrastructure challenge is enormous. This becomes acute with the transport sector comprising roads, rails, airports, seaports and the country requires US$10 billion annually for the next ten years to achieve the infrastructure requirements (Sanusi, 2012). Also, Nigerian government budget deficits and the inefficient management of large infrastructure projects and services within the public sector are some of the reasons why the traditional procurement method of funding public infrastructure projects through fiscal budgets is increasingly considered unviable (Alitheia, 2011). The Nigerian government in recognition of the large investment required for infrastructure provision and upgrading necessitated the government to put in place an enabling environment to drive private sector participation in infrastructure provision (Alli, 2006). In order to attract private sector finance for infrastructure provision, led the Nigerian government to establish the Infrastructure Concession Regulatory Commission (ICRC) law in 2005 (Ahmed, 2011; World Bank, 2011). The ICRC law provided the legal and institutional framework for PPPs to operate successfully in the country (Ahmed, 2011). Thus, the recent government agenda indicates that infrastructure development is gaining momentum with up to 51 infrastructure projects being undertaken through PPPs between 1990 and 2009 (Vetiva, 2011). Most of these PPP projects started within the last five years with the transport sector being the major beneficiary, where about 24 PPP projects were undertaken within the sector between 2005 and 2009. In 2013 and 2014, about 66 PPP projects were in the pipeline (ICRC, 2014). This is similar to what is happening in Europe. For instance, Roumboutsos (2015) stated that the transport sector has taken extensive advantage of the PPP delivery model in Europe. Moreover, in a globalising world, there is a considerable interest in identifying CSFs that made PPP projects successful. This triggered a number of researchers toward identifying CSFs that are responsible for the successful implementation of PPP projects in different countries (see Tiong, 1996; Qiao et al., 2001; Li et al., 2005a; Zhang, 2005; Dulaimi et al., 2010; Chan et al., 2010; Ismail and Ajija, 2011; Cheung et al., 2012; Babatunde et al., 2012; Gupta et al., 2013; Zou et al., 2014; Osei-Kyei and Chan, 2015; Babatunde et al., 2016) among others. Few researchers have also identified the means of measuring project success in PPPs (see Liyanage and Villalba-Romero, 2015).