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State Set to Push Toll Roads
State set to push toll roads FUNDING PLAN AIMS TO SPEED UP ROAD PROJECTS, TRAFFIC RELIEF By Gary Richards Mercury News Thursday, February 3, 2005 The future of highway driving in California could be a two-tiered system, in which commuters can either remain in stop-and-go traffic for free, or pay a toll to cruise on a private highway. Gov. Arnold Schwarzenegger is expected to soon announce his support for allowing private contractors to build toll roads across California. Following the model of Highway 125 now under construction in Southern California, contractors would build toll roads in congested areas or toll lanes parallel to existing roads -- such as Highway 152 or Interstate 205 -- that would be designed and maintained by the state. The specifics are still far away, but it is yet another step in the governor's strategy to creatively finance -- and speed up -- highway construction in California without raising taxes. The governor previously noted his support for allowing solo drivers to pay their way into carpool lanes. ``We're going to make an announcement really soon where we're going to look at our whole infrastructure and transportation and we have a very creative way of financing it,'' Schwarzenegger said last week in a meeting with the Orange County Register editorial board, adding: ``We want to approach it in a very radical way and then look at all kinds of transportation.'' The governor's office had no comment Wednesday on the expected announcement, but last year his performance review team called for more toll facilities. ``I'm not surprised,'' said Randy Rentschler of the Metropolitan Transportation Commission in Oakland. -
Economic Efficiency Implications of Optimal Highway Maintenance Policies for Private Versus Public Highway Owners
22 TRANSPORTATION RESEARCH RECORD 1116 Economic Efficiency Implications of Optimal Highway Maintenance Policies for Private Versus Public Highway Owners DAVID GELTNER AND RoHIT RAMASWAMY The Idea of transport Infrastructure privatization has been infrastructure privatization. Key questions in this regard are (a) receiving Increased attention recently from researchers and Would private infrastructure owners charge an economically policy makers. In both Britain and the United States, as well as efficient price to the users of the infrastructure? and (b) Would in some developing countries such as India, the idea or high private infrastructure suppliers provide efficient levels of quan way ownership privatization Is being seriously considered and tity and quality of product or service over the long run? In some cases Is being implemented. Most research to date has focused on the technical or financial feaslblllty of highway This paper focuses on a specific aspect of the second ques privatization or of using tolls to finance roads. This paper ls tion. In particular, a hypothetical privately owned toll highway motivated, rather, by the question of the economic efficiency of is considered. The profit-maximizing highway pavement highway ownership privatization. The paper focuses on in quality maintenance policy for this highway is compared with depth analysis In an effort to quantify what may be the main the socially optimal or economically efficient policy. Meth issue In the question or the economic efficiency or privately odologically, this paper contains an extension and application owned highways-the problem of suboptimal highway physi of other work previously presented to the TRB (1, 2). cal quality, which could result over the long run from highway 111aintenance policies that seek to maximize immediate private profit rather than overall economic welfare. -
City of Cuero Council Meeting Agenda October 28, 2014
CITY OF CUERO COUNCIL MEETING AGENDA OCTOBER 28, 2014 Notice is here by given for a meeting of the City Council of the City of Cuero to be held on October 28, 2014 at 5:45 P.M.located at City Hall Council Chambers, 212 E. Main Street, Cuero, Texas 77954, for the purpose of considering the following agenda items. The City Council of the City of Cuero will meet, consider, deliberate and may take action on all agenda items. 1. Call To Order And Announce A Quorum Is Present 2. Invocation Led by James K.Crain, III 3. Pledge Of Allegiance to the American Flag and the Texas Flag Led by W.T. "Tony" Allen. Documents: US and Texas Pledge.pdf 4. Ordinances - Emergency Reading 4.1. Discuss/Consider And Possible Action On Ordinance No. 2014 -48, Amending Title V, Chapter 52, Sewers, Section 52.60 (A) And Declaring An Emergency. Documents: Amend Sewer Charges for 52 60(a) 2014.pdf 4.2. Discuss/Consider And Possible Action On Ordinance No. 2014 -49, Warranty Deed On Property Owned By Lancaster Industries, Inc. Located At 514 W. Sarah Authorizing The Mayors Execution Of All Documents Associated With The Property And Declaing An Emergency. Documents: ORDINANCE 2014 -49 Lancaster Deed.pdf, Lancaster-City of Cuero.pdf 5. Resolutions 5.1. Discuss/Consider And Possible Action On Awarding The Bid For Annual Fuel For The City Of Cuero Documents: Copy of Fuel Bid Tabulaton for Bid Invitations for Fuel.pdf, RESOLUTION NO 2014 -25 Fuel Bid Approval.pdf 5.2. Discuss/Consider And Possible Action To Award Bid For For U.S. -
A New Approach to Private Roads
TRANSPORTATION Using an innovative method for awarding franchise rights, states can entice more effective private investment in highways. A New Approach to Private Roads BY EDUARDO ENGEL Yale University RONALD FISCHER AND ALEXANDER GALETOVIC Universidad de Chile uring most of the twentieth bined extension of more than 10,000 miles in 1821. century, highways, tunnels, and bridges Are there any advantages to privatizing roads? Before com- were viewed as public goods that gov- paring private and public provision of transport infrastructure, ernment must provide. By the end of it is useful to clarify what is meant by those terms. Under pub- the century, however, chronic budget- lic provision, the government designs, finances, and operates the ary problems had led governments to infrastructure project. Private firms may participate in the build- allow some participation of private ing stage and may even be selected in competitive auctions. But firms in financing, building, and operating infrastructure once the facility is built, the government operates and maintains Dprojects. For example, worldwide private investment in trans- it. Taxpayers pay construction costs and, even when users pay port infrastructure went from almost nothing before 1990 to tolls, the revenues are not directly related to construction costs. $10 billion in 1990-91 and almost $30 billion in 1997-98. By contrast, when roads are privatized, a concessionaire Massive projects like the Second Severn Bridge in Great finances, builds, and maintains the facility. The franchise owner Britain, the Guangzhou-Shenzen highway in China, or the collects tolls until the concession term ends, and the facility is 1,000 miles of upgraded Panamerican Highway in Chile have transferred to the government — usually 20 to 30 years later. -
Private Highway Directional Signing
Private Highway Directional Signing Guidance and Criteria for Assessment of Applications This document is intended as a guide for operators or owners of establishments or facilities intending to apply for directional highway signs. The signs are usually black text and border on a white background and may be proposed for destinations that are not eligible for the ‘brown’ tourist signs. Private Highway Directional Signing may be considered appropriate where “a permanently established premises, building, facility or establishment who’s predominant purpose is for local or community use but is also available for use by visitors from outside of the local area.” To be considered eligible for private highway directional signing in West Sussex an establishment will have to satisfy a number of criteria and be assessed against a range of traffic management, road safety and environmental issues relevant to the local area. The final decision whether to approve and offer private highway directional signing rests with the highway authority. It is recognised that clear signing can aid the movement of road users and pedestrians throughout the County. However, too many signs can result in a situation that is confusing for road users and pedestrians as well as resulting in a deformation of the predominantly rural nature of West Sussex. West Sussex County Council signed up for Campaign for the Protection of Rural England’s clutter challenge in 2005 and is committed to reducing the number of unnecessary signs on the highway. County Roads / Trunk Roads and Motorways The County Council is the highway authority for maintainable roads in West Sussex, excepting Trunk Roads and Motorways that are the direct responsibility of the Highways England. -
LE MONDE/PAGES<UNE>
www.lemonde.fr 58 ANNÉE – Nº 17822 – 1,20 ¤ – FRANCE MÉTROPOLITAINE --- MERCREDI 15 MAI 2002 FONDATEUR : HUBERT BEUVE-MÉRY – DIRECTEUR : JEAN-MARIE COLOMBANI L’après Les mystères de Vivendi 5 mai Situation financière, chute du cours, pressions des Américains : où va Jean-Marie Messier ? f Cumul des mandats : comment certains LE GROUPE de média et de com- très endetté, doit honorer de nom- munication est plongé dans un cli- breux engagements qui pèsent sur ministres tournent la mat de veillée d’armes. Compte l’avenir et ne sont pas tous facile- tenu de l’effondrement du titre en ment évaluables. Il doit notam- règle imposée par Bourse, les actionnaires français ment faire face à des révisions Jacques Chirac savent que, s’ils ne réagissent pas d’achats payés en actions, avec des rapidement, les actionnaires améri- garanties sur l’évolution du cours f cains pourraient les prendre de de Bourse. Il doit aussi gérer le rap- Le combat de / vitesse. Pour les uns comme pour prochement éventuel entre sa filia- François Bayrou pour les autres, il est difficile d’agir, car le italienne Télépiu et son concur- Le livre la situation financière du groupe rent Stream, autorisé, lundi 13 mai, la survie de l’UDF est compliquée à évaluer avec pré- par le conseil italien de la concur- aux législatives du sursaut cision. rence. Dans un communiqué, le Selon nos informations, le grou- groupe a annoncé, mardi 14 mai, pe aurait carrément frôlé la cessa- qu’il voulait examiner de près les f L’accord entre le chiraquien tion de paiement à la fin de 2001. -
An Economic Argument for Privatization of Highway Ownership
14 TRANSPORTATION RESEARCH RECORD 1107 An Economic Argument for Privatization of Highway Ownership DAVID GELTNER AND FRED MoAVENZADEH There are four potential economic justifications for privatizing power," like monopolies or cartels, and it would be found highways: greater revenues without Increased taxes, improved feasible and advantageous to charge tolls that were too high highway use efficiency, production efficiency of maintenance, and to provide too little quantity or quality of road, from a and quality of highway services. However, because of market social perspective). (c) Related to the preceding two points are imperfections of laissez.faire private provision of highways, the economic feasibility and desirability of privatization "externalities" associated with highway production (i.e., costs depend on regulatory structures to efficiently control and miti or benefits of producing highways that cannot be traded in any gate potential problems of excess tolls and inadequate mainte market, such that the highway producer cannot "experience" nance. Possible types of regulatory structures are discussed. these costs or benefits and take them into account in his produc tion decision). Another source of market failure sometimes mentioned regarding highways is economies of scale or Throughout history, and in virtually all lands, most highways "lumpy" capacity in highway production, but this is just a have been built, owned, and ma.intained by governments. There technical reason underlying (b ). hove been some important exceptions to this rule, perhaps most These sources of "imperfection" represenr the basic the notably the case of Great Britain during the Industrial Revolu oretical justification for government provision of highways, tion before the advent of the railroads. -
The Effects of Public Private Partnerships on Road Safety Outcomes T ⁎ Daniel Albalate, Paula Bel-Piñana
Accident Analysis and Prevention 128 (2019) 53–64 Contents lists available at ScienceDirect Accident Analysis and Prevention journal homepage: www.elsevier.com/locate/aap The effects of public private partnerships on road safety outcomes T ⁎ Daniel Albalate, Paula Bel-Piñana Universitat de Barcelona, Departament d’Econometria Estadística i Economia Aplicada, Av. Diagonal 690, 08034 Barcelona, Spain ARTICLE INFO ABSTRACT JEL classifications: Public Private Partnerships (PPP) have become common in providing high-quality infrastructure in many H23 countries worldwide. One of the main reasons for PPP agreements is to improve efficiency and quality in the I18 delivery of public services, as well as to boost investments for expensive projects. Despite PPPs having been l33 particularly widespread in the case of the construction and rehabilitation of high-capacity road infrastructure, Keywords: their impact in terms of road safety outcomes is still unexplored. This paper studies the effects of PPPs on road Public private partnership safety outcomes by taking advantage of the variety of production models provided in the Spanish highway Highway network. Results based on a panel-data fixed-effects method show that the most relevant aspect influencing road Road safety safety outcomes is the quality of design of the road. However, we find evidence suggesting that privately op- Management erated highways (PPPs) are positively correlated with better road safety outcomes for roads with similar quality. This finding that should be confirmed by further research raises interest in the mechanisms that couldproduce this link between management models and road safety. 1. Introduction authorities worldwide. From 1990–2015 governments around the world have awarded Road accidents are among the main causes of death around the more than 950 PPP road projects with a total amount of investment of world. -
Private Provision of Highways: Economic Issues
Private Provision of Highways: Economic Issues Kenneth A. Small University of California at Irvine June 21, 2009 Version accepted for publication, Transport Reviews (see below) Author contact information: Department of Economics University of California at Irvine Irvine, CA 92697-5100 USA tel: +1-949-824-5658 fax: +1-949-824-2182 [email protected] JEL codes: H44, H54, L91, R42 Keywords: privatization, road finance, toll road, road pricing, public-private partnership Acknowledgment: This author is grateful to the Show-Me Institute, St. Louis, Missouri, for financial support, and thanks Germà Bel, Dan Bogart, Alexander Galetovic, Joe Haslag, Chris Nash, Clifford Winston, and anonymous referees for helpful comments. All facts and opinions expressed are the sole responsibility of the author. Author Posting. © Taylor & Francis, 2010. This is the author's version of the work. It is posted here by permission of Taylor & Francis for personal use, not for redistribution. The definitive version was published in Transport Reviews, Volume 30 Issue 1, January 2010. doi:10.1080/01441640903189288 (http://dx.doi.org/10.1080/01441640903189288) Also at: http://www.informaworld.com/smpp/content~db=all~content=a917370884 Private Provision of Highways: Economic Issues Abstract This paper reviews issues raised by the use of private firms to finance, build, and/or operate highways — issues including cost of capital, level and structure of tolls, and adaptability to unforeseen changes. The public sector’s apparent advantage in cost of capital is at least partly illusory due to differences in tax liability and to constraints on the supply of public capital. The evidence for lower costs of construction or operation by private firms is slim. -
Private Highway Specifications
1. PURPOSE. The purpose of this specification is to provide for the public safety, good, necessity and convenience of the residents of Norwich and users of private highways in Norwich and to assist in the implementation of long range plans and objectives of the Town of Norwich as set forth in the Norwich Town Plan and the Subdivision and Zoning Ordinances. 2. INTRODUCTION AND APPLICATION 2.1 The following specifications for construction of highways must be met for any highway serving two or more, but less than eleven lots or serving any lot with more than two dwelling units. 2.2 Any highway serving eleven or more lots or units must meet the Specifications for Town Highways. Any highway to be transferred to Town ownership and maintenance must meet the Specifications for Town Highways. Any highway serving a subdivision which, considered as a whole, involves eleven or more lots or units must meet the Specifications for Town Highways. 2.3 A Norwich Highway Access Permit is required for Private Highways accessed from a Town highway. 3. DESIGN, LAYOUT AND CONSTRUCTION STANDARDS. 3.1 Right of Way: The right of way shall be 50 feet in width, with additional easement areas for maintaining slopes, drainage, and sight lines where necessary. The highway shall be built in the center of the right of way and shall be sufficiently cleared to permit and facilitate snow removal and proper maintenance of drainage ditches, culverts, slopes and banks, turnoffs and turnarounds. 3.2 Highway Sub-grade and Surface Preparation: The highway shall have a minimum depth of 12 inches of packed gravel. -
Highway and Public Transportation Infrastructure Provision Using Public-Private Partnerships (P3s)
Highway and Public Transportation Infrastructure Provision Using Public-Private Partnerships (P3s) William J. Mallett Specialist in Transportation Policy March 5, 2014 Congressional Research Service 7-5700 www.crs.gov R43410 Highway and Public Transportation Infrastructure Provision Using Public-Private Partnerships (P3s) Summary Growing demands on the transportation system and constraints on public resources have led to calls for more private sector involvement in the provision of highway and transit infrastructure through what are known as “public-private partnerships” or “P3s.” A P3, broadly defined, is any arrangement whereby the private sector assumes more responsibility than is traditional for infrastructure planning, financing, design, construction, operation, and maintenance. Some P3s involve the leasing by the public sector to the private sector of existing infrastructure, while others provide for a private role in designing, financing, building, and operating new infrastructure. P3 proponents argue that, in addition to injecting additional resources into surface transportation infrastructure, private sector involvement potentially reduces costs, project delivery time, and public sector risk, and may also improve project selection and project quality. Detractors, on the other hand, argue that the potential for P3s is limited, and that, unless carefully regulated, P3s will disrupt the operation of the surface transportation network, increase driving and other costs for the traveling public, and subvert the public planning process. Evidence suggests that there is significant private funding available for investment in surface transportation infrastructure, but that it is unlikely to amount to more than 10% of the ongoing needs of highways over the next 20 years or so, and probably a much smaller share of transit needs. -
SGE Group Organisation 4 Key Figures for 1998 6 SGE‘S Worldwide Operations 8 Report of the Board of Directors 10
1998 Annual Report Contents Editorial 3 SGE group organisation 4 Key figures for 1998 6 SGE‘s worldwide operations 8 Report of the Board of Directors 10 Business in 1998 Concessions 22 The present reference document, in the form of the 1998 annual report, Building and civil engineering 28 was registered with the COB (the French stock exchange commission) on Roadworks 42 March 26, 1999 under the number R.99-058. It may not be used in Electrical engineering and works 48 support of a financial transaction unless accompanied by an operation Thermal and mechanical activities 54 note certified by the COB. Financial Report Consolidated financial statements 63 Individual financial statements 91 Reports of the statutory auditors Report on the consolidated financial statements 112 Report on the financial statements 113 Report on regulated contracts 114 Special report regarding authorisation 1998 Annual Report 1998 to issue marketable securities 115 Special report regarding authorisation to reduce the capital stock by cancellation of shares 117 ● Draft resolutions Ordinary part 120 Extraordinary part 123 General information General information about the company 130 Board of Directors, senior management and supervisory bodies 139 Individuals responsible for the reference document and for auditing the financial statements 142 Photography credits: ADB, G. Bassignac (Gamma), E. Benard, SGE Group COB cross-referencing table 144 X. Boymond, Ulstein Bilderdienst, A. Da Silva, Ph. Demail, G. Durand, Chr.Gruner, St. Kalimerov, J. Kretschmann, Ph. Lesage, 1 cours Ferdinand-de-Lesseps, 92851 Rueil-Malmaison Cedex - France M. Lombard, G.Maucuit-Lecomte, M. Pallardy, B. Staubach, Tel: +33 1 47 16 35 00 - Fax: +33 1 47 51 91 02 - Internet: www.groupe-sge.com Fr.