Implementation of safety based incentives in Public Private Partnerships (PPPs): an empirical analysis for the case of Spain

Public Private Partnerships (PPPs) are mostly implemented to circumvent budgetary constraints, and to encourage efficiency and quality in the provision of public infrastructure in order to reach social welfare. One of the ways of reaching the latter objective is by the introduction of performance based standards tied to bonuses and penalties to reward or punish the performance of the contractor. This paper focuses on the implementation of safety based incentives in PPPs in such a way that the better the safety outcome the greater larger will be the economic reward to the contractor. The main aim of this paper is to identify whether the incentives to improve road safety in PPPs are ultimately effective in improving safety ratios in Spain. To that end, Poisson and negative binomial regression models have been applied using information of motorways of the Spanish network of 2006. The findings indicate that even though road safety is highly influenced by variables that are not much controllable by the contractor such as the Average Annual Daily Traffic and the percentage of heavy vehicles, the implementation of safety incentives in PPPs has a positive influence in the reduction of fatalities, injuries and accidents.

Effectiveness of safety-based incentives in Public Private Partnerships: Evidence from the case of Spain

Many countries around the world are implementing Public?Private?Partnership (PPP) contacts to manage road infrastructure. In some of these contracts the public sector introduces economic incentives to the private operator to foster the accomplishment of social goals. One of the incentives that have been introduced in some PPP contracts is related to safety in such a way that the better the safety outcome the greater will be the economic reward to the contractor. The aim of this paper is at identify whether the incentives to improve road safety in highway PPPs are ultimately effective in improving safety ratios. To this end Poisson and negative binomial regression models have been applied using information from highway sections in Spain. The findings indicate that even though road safety is highly influenced by variables that are not much controllable by the contractor such as the Average Annual Daily Traffic and the percentage of heavy vehicles, the implementation of safety incentives in PPPs has a positive influence in the reduction of fatalities, injuries and accidents.

Public Private Partnerships in the Humanitarian Aid

This master thesis is intended to perform an exploratory approach for the potential to Public-Private Partnerships as a tool for advanced collaboration between businesses and the cooperation system in the specific context of humanitarian action. It intends to conduct a case study analysis of representative interactions between the public and private actors in the humanitarian aid, and in conjunction with a profound revision of the existing literature, creates a set of conclusions and recommendations that can serve as a prototype for possible inclusion guide the private sector in humanitarian action through new paradigms that go beyond the classical donor-recipient model.

EU support mechanisms to promote public private partnerships for financing Trans-European transport infrastructure

Since the mid 80ies the Trans ‐European Transport Network (TEN‐T) policy has been setting the framework for the development of infrastructure for the smooth functioning of the internal market within the European Union (EU). Public Private Partnerships (PPPs) have always been regarded by the EU as a key instrument to promote the TEN‐T.

Analysis of safety-based incentives in public private partnerships. The case of Spain

OUTLINE: • Introduction • Experimental Setup • Experimental Procedure • Experimental Results - Surface Roughness - Residual Stresses - Friction - Wear - EDX • Conclusions

Analysis of alternative tendering mechanisms for transportation Public-Private Partnerships

This paper describes a theoretical model based primarily on transaction costs, for comparing the various tendering mechanisms used for transportation Public-Private Partnership (PPP) projects. In particular, the model contrasts negotiated procedures with the open procedure, as defined by the current European Union legislation on public tendering. The model includes both ex ante transaction costs (borne during the tendering stage) and ex post transaction costs (such as enforcement costs, re-negotiation costs, and costs arising from litigation between partners), explaining the trade-off between them. Generally speaking, it is assumed that the open procedure implies lower transaction costs ex ante, while the negotiated procedure reduces the probability of the appearance of new contingencies not foreseen in the contract, hence diminishing the expected value of transaction costs ex post. Therefore, the balance between ex ante and ex post transaction costs is the main criterion for deciding whether the open or negotiated procedure would be optimal. Notwithstanding, empirical evidence currently exists only on ex ante transaction costs in transportation infrastructure projects. This evidence has shown a relevant difference between the two procedures as far as ex ante costs are concerned, favouring the open procedure. The model developed in this paper also demonstrates that a larger degree of complexity in a contract does not unequivocally favour the use of a negotiated procedure. Only in those cases dealing with very innovative projects, where important dimensions of the quality of the asset or service are not verifiable, may we observe an advantage in favour of the negotiated procedure. The bottom line is that we find it difficult to justify the employment of negotiated procedures in most transportation PPP contracts, especially in the field of roads. Nevertheless, the field remains open for future empirical work and research on the levels of transaction costs borne ex post in PPP contracts, as well as on the probabilities of such costs appearing under any of the procurement procedures.

Application of Public Private Partnerships to the Spanish Airport System

The current deficit situation of the Spanish airport system suggests the need to manage this in a more efficient and profitable way. One of the possible options is through private management and being able to do this through Public Private Partnerships (PPP). This study analyzes the situation of the sector and its economic importance and the different possibilities for introducing private management in a public company, specifying the situation in the case of airports, presenting the advantages and disadvantages of these possibilities, and aiming at results obtained in other places where it has been applied. It is proposed that the ideal model for the introduction of private management would be through PPP models tailored to each airport, but having common characteristics according to the group they belong to. Finally, we observe that not all airports are commercially attractive, so that the PPP concept does not apply to all of them. In some cases even the operability itself is not viable at all, and that should be considered separately in order to avoid creating a private monopoly while trying to enhance competition among them.

Do Public Private Partnerships Improve Road Safety? The Case of Toll Concessions in Spain

El Transportation Research Board es un congreso de reconocido prestigio internacional en el ámbito de la investigación del transporte. Aunque las actas publicadas están en formato digital y sin ISSN ni ISBN, lo consideramos lo suficientemente importante como para que se considere en los indicadores. This paper focuses on the implementation of safety based incentives in Public Private Partnerships (PPPs). The aim of this paper is twofold. First, to evaluate whether PPPs lead to an improvement in road safety, when compared with other infrastructure management systems. Second, is to analyze whether the incentives to improve road safety in PPP contracts in Spain have been effective at improving safety performance. To this end, negative binomial regression models have been applied using information from the Spanish high-capacity network covering years 2007-2009. The results showed that even though road safety is highly influenced by variables that are not manageable by the private concessionaire such as the average annual daily traffic, the implementation of safety incentives in PPPs has a positive influence in the reduction of accidents.

The role of private sector in development: The relation between public-private investment in infrastructure and agricultural exports in developing countries

Increasing foreign private investment in developing countries explains why the Public-Private Investment (PPI) is becoming a key tool to reach the development goal. This article analyzes the relation between PPI in infrastructure and agricultural exports in developing countries. We use the panel data approach (52 countries and 17 years). Results show that PPI in infrastructure has a positive impact on agricultural exports of developing countries. The impact is greater in developing countries with higher income rates. This suggests that the lower income countries require the intervention of public sector without which private investment cannot help to economic development.

Atlas visual de cincuenta y siete años de arquitectura

En 1929 aparece el primer número de AA (L’architecture d’aujourd’hui), en 1932 existe un número-Monografía sobre los hermanos Perret, escrita por Pierre Vago, en 1946 se consolida como revista mensual y bajo la fundación de Andre Bloc. El primer número de AA que tengo en mi biblioteca es el número 34 (febrero-Marzo) de 1951. Mediante la lectura observada de una colección como AA, la determinación de unos capítulos representativos y la elección de imágenes de su tiempo se explican estos 57 años de arquitectura, cuyos resultados de un proceso temporal disfrutamos desde hace aproximadamente veinte años. A principio de los años cincuenta un grupo de jóvenes arquitectos, denso e intercomunicado en los congresos CIAM se propone situar la realidad de la arquitectura en los principios y realidades de su tiempo y de los que se intuyen futuro. Resultados de la Segunda Gran Guerra no son solo tragedias humanas sino gran investigación y desarrollo concretada industrialmente, enormes movimientos de personas en Europa y una sociedad enormemente optimista en USA, todo esto producirá las grandes transformaciones sociales de los 60’ y sus concreciones tecnológicas, políticas y desarrollo. Muchos arquitectos, publicaciones, concursos o decisiones políticas o privadas han producido el catalogo de arquitecturas de estos años, desde el CIAM IX hasta el POMPIDOU, desde la casa GEHRY hasta el KUNSTHAL, desde BRASILIA hasta SIDNEY, desde COPLEJIDAD Y CONTRADICCIÓN hasta DELIRIOS DE NY, desde OSAKA hasta MUNICH. En todas han existido un esfuerzo enorme por concretar la realidad de nuestras aspiraciones desde las puramente ideológicas de introspección social, hasta las concreciones de imagen directa. Varias líneas he abierto en mi proceso de investigación, las he llamado “anillos” porque todas estas líneas tienen similitud con los “anillos de crecimiento” de los árboles en cuanto a como se presentan en la estructura de formación y ha la cantidad de información no solo interna sino externa que aportan sobre la estructura árbol, su medio y la historia. Igual que podemos saber las temperaturas o las pluviometría que cubrieron Europa en la edad media solo estudiando los anillos de crecimiento de nuestro árboles (su grosor), de igual forma repasando LOS CONCURSOS y sus resultados que existieron en los últimos cincuenta años, podemos entender las aspiraciones y concreciones de las sociedades y sus arquitectos en este tiempo. Cuatro capítulos, los mas determinantes son los elegidos para dar cuerpo a una TESIS de tamaño capaz: Las ideas, el futuro, las referencias y el presente son los capítulos que de forma visual intentan explicar el fruto arquitectónico, sus aspiraciones y sus concreciones. Las ideas sin ninguna duda, pertenecen a los padres de nuestro tiempo, son las del Team X, la reflexión sobre lo perecedero, las realidades programáticas, densidades o lo publico-privado son solo planetas en el universo de sus ideas. El futuro lo trazaron aquellos que empezaron a investigar, concretar o reflexionar sobre la incidencia tanto de los procesos industriales con sus nuevos materiales como de las nuevas concreciones urbanas que los movimientos migratorios producirían en las ciudades. Las referencias son las bibliotecas de carácter informativo-visual que han generado nuestro inventario icónico. El presente son las imágenes de referencia de nuestro tiempo-mediático, no solo las produce un arquitecto (en este caso R.Koolhas), pero si que es verdad que en las imágenes arquitectónicas de OMA se concreta todo el catalogo de arquitecturas del presente. ENGLISH SUMMARY The fisrt AA (l´Architecture d´Aujourd´hui) issue was published in 1929, three years later, in 1932, a monographic issue on Perret brothers was written by Pierre Vago and in 1946 the magazine was strongly established as a monthly publication under the direction of André Bloc. The oldest copy I own on my bookshelves is nº 34 printed in February-March 1951. While carefully reading a collection such as AA we are able to extract representative chapters and images that can explain a linear process lasting 57 years of fruitful architectural production of which consequences we have been enjoying the past twenty years. In the early fifties a compact group of young architects linked by the CIAM congress decided to encompass architectural reality to the needs and principles of their time. Not only big human tragedies arose from the Second World War but also some of the fastest industrial inventions due to a powerful will to development, that altogether with european migrations and a high standard of optimism in the United States headed to the peak transformations of the sixties and their technological and political development. A bunch of architects, magazines and architectural competitions sided by political and private decisions produced the architectural catalogue of those years, from CIAM IX to the Pompidou art centre, from Gerhy´s house to the Kunsthal museum, from Brasilia to Sidney, from “Complexity and Contradiction“ to “Delirious NY” and from Osaka all the way to Munich. All of them carried a vast effort towards the concretion of will, from social introspection to a more effective development of images. Several paths run across my investigation, namely “the rings”, as they tend to behave as a growing structure like a tree trunk, providing internal and external information not only of the vegetal element but also of the environment and events crossing its time. In the same direction as we are able to predict the weather in the Middle Age by means of studying our forests, we can use the architectural competitions ant their results for the past fifty years to understand the will and ambitions of these developing societies and their architects. To give shape to a sizeable thesis the selected information has been packed in four chapters: Ideas, Future, References and Present, each of them structured as an Image bank visualizing the architectural product, its will and specific ambition. The first group, Ideas, is devoted entirely to the step-fathers of present architecture, with ideas that belong to TEAM X and embrace the reflection about the transitory, the programmatic reality, density or the public-private debate as wandering planets of their ideal universe. The second group is dedicated to a Future that was traced by those engaged on industrial processes and new material investigation together with some others exploring new urban concretions brought to existence by the pressure of the after war migrations. The third group, References, have been shaped as a stock-list containing all our iconic cross-references. The last group, Present, brings together the icons of this media-time we live in and not only those produced by one single architect (Rem Koolhaas) even if his production embodies all architectural references at the moment.

Criterios de optimización de los incentivos en contratos de concesión ligados a indicadores de calidad de servicio para firmes bituminosos

Actualmente se está empezando a consolidar una nueva forma de gestionar la conservación y mantenimiento de la red viaria de las Administraciones Públicas, basándose en contratos de colaboración público-privadas (PPP). Las motivaciones que están provocando este movimiento son de diversa índole. Por un lado, en el seno de la Unión Europea, existen serias restricciones presupuestarias debido al alto endeudamiento del sector público, lo que está llevando a buscar la forma óptima de disminuir el endeudamiento público, sin dejar de prestar servicios a la sociedad como la conservación y mantenimiento de las redes viarias. Por esta vertiente, se trata de convertir contratos convencionales de conservación viaria a esquemas de colaboración público-privada, donde se transferiría al sector privado el riesgo de disponibilidad de la vía mediante el uso de indicadores de calidad y servicio. Con esta transferencia de riesgo, junto con la transferencia del riesgo de demanda/construcción, no consolidaría la deuda de la sociedad de propósito específico constituida para la gestión del contrato de colaboración público-privada dentro de las cuentas públicas, con lo que se conseguiría no aumentar el déficit público, permitiendo continuar ofreciendo el servicio demandado por la sociedad. Por otro lado, la segunda motivación del desarrollo de este tipo de contratos, no tan economicista como la anterior y más enfocada a la gestión, se trata de utilizar los contratos de gestión basados en el uso de indicadores de calidad de servicio para mejorar las prestaciones de la red viaria competencia de una Administración. Con el uso de estos indicadores, el gestor tiene una herramienta muy útil para controlar la actividad del sector privado y asegurar que se ofrece un buen servicio. En la presente tesis, la investigación se ha centrado más en la vertiente de los indicadores de calidad relacionados con la gestión eficiente de las vías objeto de conservación y mantenimiento mediante el empleo de contratos de gestión privada que utilicen este tipo de herramientas de control, monitorización y gestión. En una primera parte, la presente tesis estudia el estado de la red de carreteras, referido principalmente a España, comparando su estado con el resto de redes de carreteras de Europa, detectando las principales carencias de la misma, sobre todo en cuanto a la gestión y conservación de firmes. En un segundo bloque, la tesis analiza el estado del arte de los nuevos procedimientos de gestión de la conservación y mantenimiento basados en indicadores de calidad del servicio en el mundo, destacándose que se trata de un tema relativamente reciente, con gran interés para el sector de la gestión y financiación de infraestructuras viarias. Al ser tan novedoso, por la falta de experiencias previas, las distintas Administración, tanto propias como foráneas, han pecado de un exceso de celo a la hora de establecer los umbrales sobre los que giran los distintos indicadores de calidad de servicio que permiten controlar la gestión de la conservación y mantenimiento de la vía. Partiendo de la labor de análisis descrita, la tesis realiza una investigación más detallada de los indicadores de calidad de servicio correspondientes a firmes bituminosos, debido a que estos indicadores son los más delicados y decisivos a la hora de realizar una correcta gestión de la vía a largo plazo. Dentro de los indicadores de firmes bituminosos, se ha realizado un modelo específico de evolución de comportamiento a lo largo del tiempo de la regularidad superficial, parámetro básico para numerosas Administraciones y organismos investigadores para poder conocer la evolución de un firme a lo largo del tiempo. A esta metodología se le ha dado el nombre de Modelo JRB para evaluar la racionalidad económica de indicadores de calidad asociados a parámetros de firmes. El modelo propuesto básicamente evalúa el valor óptimo desde la perspectiva económica que ha de tener el parámetro técnico que defina alguna propiedad del firme, aplicado a la definición de los indicadores de calidad de servicio. Esta visión del valor umbral del indicador deja a un lado consideraciones de equidad o de cualquier otra índole, basándose más en una visión económica. La metodología del Modelo JRB se puede aplicar a cualquier indicador de calidad relacionado con firmes, ya que lo que se obtiene es el valor óptimo económico que debería tener el umbral del indicador de calidad. El Modelo JRB consta de varias fases. En las primeras etapas el Modelo realiza el cálculo de los costes totales de transporte utilizando como herramienta el software HDM-IV desarrollado por el Banco Mundial. En etapas posteriores, el Modelo realiza análisis de sensibilidad para distintas propuestas de sección de firme, intensidades de tráfico y restricciones al parámetro técnico que define el indicador de calidad de servicio. Como ejercicio práctico de cara a contrastar la metodología del Modelo JRB se ha realizado un Caso de Estudio. Se ha tomado un tramo teórico, con características similares a la red de carreteras española, y con una flota vehicular similar a la española, donde se ha elegido como indicador de calidad la regularidad superficial (IRI). Con las sensibilidades realizadas con el Modelo JRB, se ha determinado el rango de valores que debería tener un indicador de calidad basado en el IRI para que dichos valores fueran óptimos desde la perspectiva económica Nowadays is becoming a new way to manage O&M (operation and maintenance) in public road networks, based on PPP contracts (public-private partnership). There are several issues which are driving this trend. On the one hand, EU (European Union) has serious budgetary constraints due to the high public sector borrowing. EU politicians are looking for the best way to reduce public debt, keeping services to society such as O&M of road networks. For this aspect, conventional O&M contracts are switching to PPP scenarios, where availability risk would be transfer to private sector using PI (performance indicators), along with demand risk transfer With this risk transference, along with the transfer of demand/construction risk, SPV (specific purpose vehicle) debt doesn’t consolidate in public accounts, so deficit wouldn’t increase, allowing the continuation of services demanded by society. On the other hand, the second motivation for developing this kind of contracts, not so economist as above and more focused to management, it is about using O&M contracts based on the use of PI to improve road network maintenance. Using these indicators, manager has a very useful tool to monitor private sector activity and ensure that it is provided a good service. In this thesis, the research has been focused on PI quality aspect, related with efficient management of PPP contracts for roads, which use these tools for control, monitoring and management. In the first part, this thesis examines the state of road network, based mainly in Spain, comparing with other road networks in Europe, identifying the main gaps in it, especially with regard to the management and maintenance of pavements. In a second block, the thesis analyzes the state of art of new O&M contracts based on PI in the world, emphasizing that they are relatively recent. These kinds of contracts have a great interest in road management and financing sector. Administrations all around the world have launch tenders with very exigent PI thresholds due to several factors: this knowledge is a new area, the lack of previous experiences and the variety of Administrations which have bid these contracts. Building on the described analysis, thesis develops a more detailed research about PI for bituminous pavements, because these PI are the most delicate and decisive in making a proper long term road management. Among bituminous pavements PI, IRI (International Roughness Index) has been analyzed with more detail and has been developed a specific model of behaviour evolution over time for evenness (IRI), basic parameter for many administrations and research departments in order to know the evolution of a pavement over time. This methodology has been given the name of JRB Model to evaluate the economic rationality of performance indicators associated with pavements parameters. The proposed model basically evaluates the optimal value from an economic perspective it must have the technical parameter which defines some pavement characteristic applied to the definition of performance indicators. This point of view of indicator value threshold sets aside justice considerations or otherwise, based more on an economic perspective. JRB Model methodology can be applied to any performance indicator associated to pavements, because what you get is the economic optimum threshold should have the performance indicator. JRB Model consists of several phases. In the early stages, the Model calculates transport total cost using HDM-IV software, developed by the World Bank, as a tool. In later stages, the Model performs sensitivity analyzes for different pavement section, AADT and restrictions to the technical parameter which defines the performance indicator. As a practical exercise to test JRB Model methodology, it has done a Case Study. It has taken a theoretical section, with similar characteristics to Spanish road network, and a vehicles fleet similar to Spanish. Evenness (IRI) was chosen as a performance indicator. JRB Model calculated some sensitivities, which were useful to determined thresholds range for pavement performance indicators based on IRI to be optimal from an economic perspective.

Impact of the Economic Recession on Toll Highway Concessions in Spain

After joining the European Union in 1986, Spain experienced steady economic growth that enabled the country to grow at a greater pace than other European countries. During this period, the government of Spain opted for major investments in public infrastructure by taking advantage both of the funding provided by the European Union and of several types of public-private-partnership (PPP) approaches. Within this framework, the government of Spain between 1996 and 2004 procured a series of toll highway concessions. These concessions entered into operation a few years before the global economic recession made itself felt in Spain. The concession contracts signed between the government and some private consortia allocated most of the risks (expropriation, construction, and traffic) to the private sector. In this paper the impact that the economic recession has had on the business performance of the concessionaires is assessed, and the effectiveness of the measures adopted by the government to help the concessionaire to avoid bankruptcy is analyzed. It was found that some of the guarantees offered by the legal framework to the concessionaires in case of bankruptcy are prompting an outcome that could negatively affect the users. In addition to that, some suggestions as to how to better allocate risk in toll highway concessions in the future are provided.

Roofscapes and the spatiality of the common

The relationship between forms of delimitation and expropriation of the commons through the management of the "public" have led to a world of enclosures and exact division lines. But this is not how the individual perceives and experiences space, this is how bureaucracy builds it. The body’s individual spatiality is understood as the complex topological extension configured by the sensible world at every turn, reflecting while allowing the crossings, junctions, intensities, densities, proximities, etc., which weave together the experiential fabric wherein he lives. This individual spatiality, when it resonates with others, produces a form of common spatiality, the understanding of which can and should act as a new frame of reference for intervention strategies and spatial politics in the contemporary world. The roofscape, as a space not fitting within the canonical division of public/private, is a unique study case to frame these new concepts.

Insignificance and Minor Architecture

The fragmented condition of our everyday brings us closer to the risks of hyper-expression. Against it two positions unfold to help us face a world that escapes our capacities: familiarity and poetic recognition. In the latter it is crucial the role of the insignificant as dynamic and relational instigator of a conscious threading of reality through the actions of the Poeta Faber and his careful look onto the world. / The production of the common as the material and symbolic fabric of the city, unstable reality in a perpetual becoming, leads us to a new and much needed reconsideration of the public/private division born from the modern state. Immersed in the confusion between public and common, we have not perceived that through the expropriation of the first we have been prepared for the willing surrendering of the second. / From insignificance to rebellion as affirmative going into action related to the idea of minor architecture as common and intensely political production, born from the inside of a society that has no more outsides.

Analysis of road safety incentives in highway concessions in Spain

Public Private Partnerships (PPPs) are mostly implemented for three reasons: to circumvent budgetary constraints, encourage efficiency and improvement of quality in the provision of public infrastructure. One of the ways of reaching the latter objective is by the introduction of performance-based standards tied to bonuses and penalties to reward or punish the performance of the contractor. These performance based standards often refer to different aspects such as technical, environmental and safety issues. This paper focuses on the implementation of safety based incentives in PPPs. The main aim of this paper is to analyze whether the incentives to improve road safety in PPPs are effective in improving safety ratios in Spain. To this end, negative binomial regression models have been applied using information from the Spanish high capacity network in 2006. The findings indicate that even though road safety is highly influenced by variables that are not much controllable by the contractor such as the Average Annual Daily Traffic and the percentage of heavy vehicles in the highway, the implementation of safety incentives in PPPs has a positive influence in the reduction of fatalities, injuries and accidents.