英语期刊论文消除贫困的基础设施支持

　　本英语期刊论文是留学生MBA论文范文，主要内容是讨论发展一个可持续的资金架构用来支持肯尼亚的道路运输，并且阐述道路网络直接影响到国家的经济发展水平。《现代管理论坛》是一本为企业管理及相关理论服务的社会学期刊。该刊不仅涵盖了管理理念，还涉及对不同业务与企业管理发展趋势的解读、讨论与评价。《现代管理论坛》致力于为企业与员工提供高质量的独特交流平台，并通过将期刊传递的有价值信息应用于现实工作环境、通过将管理理念与实际经验的有机结合来惠及企业及员工。

　　留学生MBA论文：为消除贫困和发展的基础设施支持

　　Infrastructure Support For Poverty Eradication And Development

　　发展一个可持续的资金架构支持肯尼亚道路运输sub-sector：公私合作有什么作用?

　　DEVELOPING A SUSTAINABLE FUNDING FRAME-WORK TO SUPPORT THE ROAD TRANSPORT SUB-SECTOR IN KENYA: WHAT ROLE FOR PUBLIC-PRIVATE PARTNERSHIP?

　　道路网络的恶劣条件在很大程度上是由于道路发展、康复和维修经费的不足。一个更大的问题，是缺乏一个适当的或全面的资金框架，以支持子部门。直到最近，道路分部门拥有，管理和资助的政府，与公共部门经常实施的大部分作品。私营部门的作用仅限于政府执行的合同，政府建立的设计和标准。加班加点，私营部门在服务和基本管理方面继续发挥越来越重要的作用。融资安排，虽然共享，但是，在很大程度上仍然在公共部门。

　　Abstract 摘要

　　Although it is just one of the many modes in Kenya, the road transport sub-sector accounts for 90% of passenger and freight surface transport. The latest available reports on road network condition show that it is characterized by very poor pavement surfaces of all types, with the attendant adverse effects on service levels, vehicle operating costs and ultimately, on growth and development of the national economy.

　　The poor condition of the road network is largely attributable to inadequacy in funding for road development, rehabilitation and maintenance. A much bigger problem however, is the lack of a proper or comprehensive funding framework to support the sub-sector. Until very recently, the roads sub-sector was owned, managed and financed by the government, with the public-sector often implementing much of the works. The role of the private sector was restricted to implementing contracts let by the government, to the designs and standards established by the government. Overtime, the private sector has continued to play an increasing role in the delivery of services and in the basic management. Financing arrangements, though shared have however, remained largely within the public sector.

　　This paper develops the building blocks for a sustainable funding framework and suggests a raft of road financing options for the country. More importantly, it proposes a new model for the sector, which widens and deepens the involvement of the private sector through a partnership framework with the public sector. It also discusses some of the possible elements in such a partnership.

　　1.0 INTRODUCTION 简介

　　An efficiently functional roads transport sub-sector is critical to economic growth in Kenya. This realization has led to attempts over time by the government to set up funding mechanisms for the sub sector. In 1984 for instance, the government introduced road toll to assist it raise the needed revenue that could be used on road maintenance in addition to the already existing crop cess.

　　As the economy expanded however, the financial needs for road maintenance expanded more than proportionately. In an attempt to avoid the anticipated public outrage over increased road toll charges the government introduced Road Maintenance Levy Fund (RMLF) in1993, the proceeds of which were to be fully applied to road maintenance. The other more conventional sources of financing like the (Government of Kenya) GoK annual budgetary allocation, bilateral and multilateral loans and grants and other user charges however, continued to be used to develop new roads. All these sources combined generate just about 1.5% of the country's GDP, which is then allocated to maintenance, rehabilitation and development of the entire road network.

　　The prevailing poor state of the Kenyan roads today (40% of paved road and 14% of unpaved are in good condition, the balance being fair, poor, or very poor) can in large part be attributed to an array of factors including; inappropriate institutional framework, inadequate financing arrangement, poorly allocated funds and an inappropriate mix of development, rehabilitation and maintenance programs.

　　1.1 Inappropriate Institutional Framework

　　Part of the blame particularly for poor road maintenance policies comes from the institutional framework within which roads are managed in Kenya. Responsibility for the road transport infrastructure is fragmented among different government departments and levels of government, who are not optimally linked. These include;

　　Ministry of Transport (responsible for overall multimodal transport sector policy)

　　Ministry of Roads and Public Works (MoRPW) (responsible for formulation of and coordination of road sub-sector policy through the Roads Department)

　　The Ministry of Local Government (responsible for policy formulation for Local Authorities who in turn are implementing agencies for urban and unclassified rural roads)

　　Ministry of Tourism and Wildlife (responsible for roads in National Parks and Reserves through the Kenya Wildlife Service)

　　The Kenya Roads Board (KRB), a statutory body under the MORPW, which funds and coordinates all maintenance works through the Road Fund and finally

　　The Ministry of Environment and Natural Resources (responsible for roads within designated forest, through the Forest Department).

　　The Kenya National Highways Authority (KNHA) (a statutory body under the MORPW, responsible for the management, development, rehabilitation and maintenance of national roads).

　　The Kenya Rural Roads Authority (KRRA) (responsible for the management, development, rehabilitation and maintenance of rural roads).

　　The Kenya Urban Roads Authority (KURA) (responsible for the management, development, rehabilitation and maintenance of all public roads in the cities and municipalities in Kenya, except where these roads are national roads)

　　Ownership, incomplete assignment of management and control of the road infrastructure is therefore predominantly vested in the government of Kenya and its agencies. This arrangement results into responsibilities for the entire road network. But more importantly, it cannot provide the necessary incentive to market roads as part of the market economy implying that the roads are managed like any other social service with multiple goals.

　　The consequence of this is that there is no clear price for roads, users do not pay for roads directly and road agencies are not subjected to any vigorous market discipline. Instead of being financed solely through user charges, the roads are therefore largely financed through budget allocations determined as part of the annual budgetary process. The problem with this is that;

　　Such allocations bear little relationship to underlying needs (i.e. to the cost-effectiveness of road expenditures at the margin) or to the user's willingness to pay.

　　There is no hard budget constraint (i.e. no direct link between revenues and expenditures) no price to ration demand (do users wa

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