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Tunisia - Transport Sector Project (Inglês)

The Transport Sector Project supports the first phase of the Transport Reform and Investment Program. The project goals are: a) privatizing port services and promoting private investments in ports by setting up a new cargo handling organization and constructing new port facilities under Build-Operate-Transfer (BOT) schemes; b) facilitating access of foreign investors to trade-related transport; c) commercializing the railway parastatal and making it financially autonomous through institutional changes; and d) increased use of less polluting fuels. There are three project components. First, port and trade facilitation will remove potential bottlenecks to the anticipated traffic growth, facilitate development of modern shipping and port technologies, support implementation of the new port laws and regulations, modernize customs procedures, and develop modern data exchange systems for disseminating modern trade logistics among the port and trader communities. Second, railways modernization and restructuring will allow the railway company to become a fully-commercial enterprise. It will help the government finance an investment package to catch up with deferred modernization on the main corridor Tunis-Sousse-Sfax. Third, sector management will strengthen human resource management in the public sector and develop skills in the areas of computerized information systems, transport economics, and financial management.

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    Oriente Médio e Norte da África,

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    Tunisia - Transport Sector Project

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    national air pollution monitoring network;procurement and disbursement;sulphur content of diesel;environmental impact of transport;provision of passenger transport;local ownership of reform;port and maritime;public service obligation;private sector share;urban transport;trade facilitation measures;urban transport reform;readiness for implementation;urban transport management;implementation of reform;fast economic growth;transport sector management;legislation and regulation;road safety issue;bus transport;debt service ratio;macroeconomic and fiscal;delivery of service;system of subsidy;labor productivity increase;ministries of transport;european investment bank;restrictive labor practice;urban transport finance;public transport enterprise;Ports and Shipping;public transport share;mobility of people;conditions of employment;transfer of land;chart of account;urban transport mode;Financial Management System;adverse environmental impact;decentralization of management;french franc;exchange of information;conditions of disbursement;electronic data interchange;exchange rate;Exchange Rates;efficiency and quality;passing of legislation;measurable indicators;healthy working conditions;bid for construction;railway company;transport service;financial restructuring;funding mechanism;severance program;cleaner fuel;Environmental Assessment;institutional framework;railway service;interurban transport;technological transfer;transport activity;performance contract;bus company;tunisian dinar;restructuring plan;transport investment;railway reform;bus service;transport market;primary beneficiaries;Financial Sector;road infrastructure;transport equipment;eligibility criterion;participatory approach;financial covenant;commercial activity;budget deficit;Land Ownership;port tariff;financial reporting;grant financing;budget support;general cargo;container berth;private competition;foreign investor;railway concession;financial statement;customs procedure;funding gap;customs code;public monopoly;land transport;institutional change;financial rehabilitation;project finance;public entity;government strategy;dock labor;management structure;railway investment;transport subsidy;private investment;public bus;public company;railway staff;Unleaded Gas;gas consumption;market segment;pricing policy;financial health;financial evaluation;financial return;financial assessment;investment eligibility;investment component;benefit analysis;price regulation;Trade Law;market failure;working ratio;transport regulation;ineffective enforcement;rail transport;Port Services;donor support;market deregulation;good bank;dock worker;good performance;reform design;urban poor;job destruction;fiscal impact;school child;landlord port;annual subsidy;social impact;engineering design;project impact;freight forwarding;academic institution;community group;macroeconomic reform;tax distortion;public deficit;income revenue;environmental objective;Affordable Transport;private operator;leaded gasoline;Environmental Policy;private monopoly;road traffic;infrastructure work;low-income people;railway workshop;commercial vehicle;financial loss;weighted average;investment target;profitability criterion;project sustainability;transport staff;railway tariff;healthy competition;private investor;term financing;project risk;legal restriction;traffic level;longer period;program objectives;privatization strategy;finance rehabilitation;capital budget;environmental criterion;mitigation measure;railway track;audit arrangement;standard practice;international standard;competitive basis;audit requirements;adjustment operation;institutional objectives;management responsibility;cost breakdown;equipment fleet;sewerage network;central planning;government control;local production;collaborative work;private concession;independent regulation;wave action;trunk line;track renewal;redundancy costs;management capacity;good transport;port community;enterprise restructuring;privatization activity;port competition;transport tax



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