ehabilitation 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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