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Singapore's land transportation is governed by a comprehensive set of rules, regulations, operations and systems to ensure its effectiveness and efficiency. The Land Transport Authority (LTA) is the main agency in charge of road operations. Despite the LTA's best efforts, road related problems still surface every now and then. The purpose of this paper is to investigate how to boost the performance of existing road infrastructure. Using Singapore as a case, the specific research objectives are to: ascertain motorists’ level of satisfaction with the road infrastructure; find out problems faced by motorists when using the road infrastructure; determine factors affecting motorists’ satisfaction with the road infrastructure; and design and test a model to predict motorists’ satisfaction with the road infrastructure.

A questionnaire survey was conducted on motorists. Through a combination of convenience sampling and snowball sampling, a total of 53 responses were collected. After the survey, interviews were conducted with subject matter experts to understand the current practices and possible solutions to the problems.

The most significant problem is water ponding on roads. Traffic redirection due to road works and coordination among government agencies in road opening works also did not achieve significantly good ratings. Two practices are found to directly give rise to higher satisfaction with the road infrastructure: road cleanliness; and efficiency in traffic redirection arising from road works.

Motorists were asked to rate on a ten‐point scale. This may give rise to bias because satisfaction and performance are subjective and not easily quantified.

Motorists’ satisfaction level with the road infrastructure is dependent on cleanliness of roads and efficiency of traffic diversion when there are road works. The implication is that the government should arrange for roads to be regularly cleaned and at the same time educate the public to keep roads clean and enforce laws against those who litter. The time for traffic diversion should be minimized by increasing productivity of road works, so that these can be completed quickly.

The road network is a valuable infrastructural asset of a country. Due to its large scale and complexity, managing road operations is no easy feat. Even though Singapore has a comprehensive set of procedures, rules and regulations to manage this asset, problems and complaints continue to surface. This study has identified the major problems plaguing Singapore's road infrastructure. Furthermore, a model to predict motorists’ satisfaction with the road infrastructure was successfully developed and tested. With this knowledge in mind, the LTA can focus on improving these factors to boost performance of road infrastructure through road maintenance and road works.

This paper aims to identify the main aspects requiring immediate attention in the post-disaster reconstruction of road infrastructure, thereby providing a major synthesis, which advances the understanding in this important area.

Literature and empirical evidence obtained from documents and semi-structured interviews with 28 respondents of three case study districts in Aceh, Indonesia was analysed using NVivo 10. The findings were validated through triangulation with the literature and consultation with the experts in the field of disaster management and road infrastructure.

The authors propose a framework for the reconstruction of road infrastructure, which respond to the peculiarities of road projects in a post-disaster setting. The framework comprises various components requiring detailed attention in the reconstruction process and describes their position in the road project and disaster management cycle.

The framework fills the gap in the body of knowledge with regard to road infrastructure reconstruction in a post-disaster context. For the first time, this paper recognises the importance of local government capacity in the Aceh Province with regard to the sustainability of the post-disaster reconstruction assets.

This Chapter examined the development of sustainable road infrastructure in Ghana including transportation roads, and laws, regulations, and frameworks. The Ministry of Transport (MoT) and the Ministry of Roads and Highways (MRH) are responsible for the development of transportation infrastructure and related services. The Department of Urban Roads (DUR) is responsible for facilitating the movement of people, goods, and services and promoting economic and social development of urban regions. The Metropolitan and Municipal Assemblies established road centres to manage, construct, and maintain city roads, the Ghana Road Fund (GRF) was established to provide funding for the maintenance of Ghana’s road network, and the Koforidua Training Centre (KTC) was established in 2007 to provide management and project implementation staff with professional development and hands-on training. The current road length is 71,418 km, including 42,045 km of feeder roads, 14,873 km of trunk roads, and 14,500 km of urban roads. The budget for preventative maintenance is expected to rise year over year. Road infrastructure development (RID) can lead to positive societal outcomes, such as financial gains, employment opportunities, social support systems, equal rights for women and men, increased productivity, and less pollution, but it can also have unintended consequences such as deteriorating air and water quality, noise and vibration, soil erosion and sedimentation, disruption of essential services, confusion between drivers and pedestrians, changes to the landscape and habitat, and eminent domain takings. Environmental and social evaluations of development projects in Ghana must comply with several laws and regulations, and there is no unified sustainability policy or guideline in place to regulate the development of highway infrastructure projects. Resettlement is expected to help those who have been displaced by development initiatives and the Environmental Protection Agency Act of 1994 provides the authority to authorize facilities, set performance standards, and ensure compliance with standards and regulations. The Forestry Policy focusses on reducing deforestation and enhancing ecological and social commitment of forest areas, while the method for managing cultural property requires investigating and cataloguing damaged objects. Sector medium-term development plan (SMTDP) provides solutions for enhanced RID access, while the strategic environmental assessment (SEA) incorporates ecological factors into the Ghana Integrated Transport Plan. The resettlement policy framework (RPF) coordinates laws, rules, and procedures to manage road infrastructure projects and establishes criteria for determining eligibility and entitlement. The Directorate of Policy and Planning of the MRH is responsible for managing road safety and the environment, while the Directorate of Monitoring and Evaluation oversees Monitoring and Evaluation of road projects. The Ghana Highway Authority’s (GHA) four-person Road Safety and Environmental Management Unit (EMU) is responsible for addressing social and environmental issues associated with the feeder roads zone. Sustainable development (SD) has not received much attention from the Ghanaian government, with state-owned institutions prioritizing economic growth over social benefits and environmental preservation. Local governments should include a sustainability framework in their strategic planning for the successful execution of sustainable projects.

Purpose – Freeway networks are designed to higher standards and are safer infrastructures as compared to other road types, if properly designed. On the other hand, these facilities are driven at very high speeds and therefore speed and design consistency are essential for achieving safe infrastructure designs. This chapter describes the criteria for speed and design consistency and looks at new tools and criteria for improving freeway safety in new and in existing infrastructures.

Methodology – This chapter describes the criteria to evaluate if there are speed, design and human factors inconsistencies, as well as potential solutions for tackling local deficiencies and speeding issues. As one of the critical issues in freeway safety is represented by run-off-road crashes, a specific section in the chapter is devoted to newly developed design and assessment tools for improving roadside safety. The potential implications of Intelligent Transportation System (ITS) technologies on freeways design and management are also presented.

Findings and Social Implications – The important crash reduction trends observed in the decade 2001–2010 are now slowing down and new actions are required to be coupled with more traditional design checks. The full implementation of cooperative ITS systems is expected to have a very important impact on road safety, but in the short term several safety improvements can be realised: section speed enforcement techniques and high-friction wearing courses have been proven to be extremely effective, as have perceptual measures accounting for human factors principles.

Effective maintenance of rural roads is an essential aspect of public infrastructure delivery. However, governments failed to upkeep the built infrastructure. Accordingly, this study addresses this pressing issue by identifying attributes, skills and resources for asset maintenance. To do this, collaborative governance, a recent plausible alternative in the public policy literature, is used.

The literature review proffered 29 strategies for operationalising collaborative governance principles. A questionnaire survey with the public sector representatives comprising top-level, mid-level and lower-level engineers was used to test the applicability of these strategies in rural infrastructure maintenance of India. The rated responses concerning strategies were subjected to exploratory factor analysis to determine the underlying structure for reducing the dimensions to make them practically operational.

The exploratory factor analysis showed that six dimensions play an essential role in initiating and promoting collaboration. This parsimonious framework suggests building a common collaborative framework, communicating vision and fostering communities, leadership, increasing the industry's capacity, transparency of power and responsibilities, and technical and financial resources. Thus, governments’ initiatives to build collaboration is most prominent in initiating and sustaining a successful collaboration.

The practical strategies reinforced through this study can formalise self-initiated regimes or independently convened regimes to a federally directed regime well within the scope of the national programmes. Thus, findings primarily have considerable implications to emerging countries where reducing the unit costs to save the public exchequer from wastage and preventing assets from becoming dilapidate are essential.

Public sector practitioners often lack the essential skills and innovative thinking and thus offered new knowledge would transform the traditional practices in infrastructure maintenance. Theoretically, the present research advances the understanding of structures and processes for collaborative governance theory to non-contractual infrastructure asset management literature.

Although scientific research community has shown considerable interest in identifying critical success factors (CSFs) for public-private partnership (PPP) projects, yet effort at assessing and compare CSFs within similar PPP infrastructure projects received scant attention. The purpose of this paper is to identify, assess, and compare the CSFs in PPP transport infrastructure projects.

The study adopted literature review and three PPP case studies including structured interviews and review of documentary reports in each case study. The outcome of literature review provided a total list of 26 identified success factors, which was used to design a case study protocol using failure mode and effect analysis (FMEA) technique. FMEA was conducted on each 26 identified success factor to assess their criticality in the three PPP case studies.

The results of FMEA revealed a total of ten CSFs in the concession of the road; four CSFs in the concession of the airport; and eight CSFs in the concession of the seaport. Also, the cross-case analysis showed the three prevalent CSFs, this includes government involvement by providing guarantees, political support, and project economic viability.

The study findings including lessons learnt in each case study would positively influence policy development towards PPP transport infrastructure projects and the manner in which partners (i.e. public and private sector) go about the development of PPP transport projects.

This research would help PPP stakeholders to focus their attention and priorities in managing the identified CSFs in achieving long-term success in PPP transport infrastructure projects implementation.

The study analyzes significant parameters defining the credit worthiness, economic viability and managerial efficiency of special purpose vehicles (SPVs) of infrastructure development firms engaged in the execution of road projects under PPP model in India.

The study is based on a comprehensive review of credit rating reports of major rating agencies. In particular, 18 special purpose vehicles (13 BOT-toll–based and 5 BOT-annuity–based road projects) during the period 2010–2019 were considered to conduct a comparative analysis of their rating progression. Considering both financial as well as nonfinancial parameters, their segregation was done on the basis of strengths, constraints and key rating sensitivities influencing the ratings of SPVs involved in road projects under PPP model.

Promoters' credibility emerged as an important factor affecting PPP credit ratings. Other prominent factors included nature of stretch and regulatory terms and conditions and the project's potential to generate cash flows. Inability of PPP projects to generate the projected levels of toll collections was a major constraint and hampered ratings over time. Growth in traffic was a key sensitive area in a toll-based project. Interestingly, despite the fixed nature of revenues, BOT (annuity) projects were impacted by rating changes.

Fewer sample projects (for which the data were available) was a constraint. Future research could consider larger data sets to provide deeper insights. An examination of credit rating parameters using rating reports of projects in other developing nations could provide meaningful implications. The findings of this research however cannot be undermined as the study bridges a gap in existing literature pertaining to the examination of PPP model from a credit rating perspective.

This study would guide project developers, government agencies and awarding agencies of PPP road projects to anticipate the challenges and take adequate steps to mitigate them.

Research in the area of PPP projects is skewed toward risk assessment with respect to financial parameters. The present study emphasizes the rating framework of SPVs. Comprehensive examination of factors affecting project ratings in the form of projects' strengths, constraints and sensitivities would provide inputs to academics and researchers.

Negative perceptions of political risk can prevent capital from being committed to support cross‐border investment. Information about risks that impact infra‐structure projects is often vague, imprecise, subjective, or ambiguous. Political risks in developing countries also often lack meaningful historical and numerical data. A novel fuzzy set approach for quantifying qualitative information on risks (QQIR) in structured finance transactions that bridges the gap between qualitative and quantitative risk assessment methods has been developed. The QQIR Method is validated empirically through the results of an international survey to determine the impact of perceived political risk on Asian infrastructure projects. The impact is measured by the effect on financial project criteria. The impact was assessed across 14 Asian countries and 14 infrastructure sectors. The survey findings are validated by triangulation of three data sets and employing non‐parametric statistics. The validation shows that in 77.5% of all observations the QQIR Method produces mean results that are within 0.85 standard deviations of the absolute values, without elimination of any seemingly unusual or unreasonable responses or data. The validation also shows that with increasing perceived risks, the costs of equity investment, debt finance, and insurance also increase. The QQIR Method is thus a valid tool to quantify perceptions on risks. In this case it has been applied to political risks, but the Method is generic and may be applied to any problem set in which perceptions can be structured and assessed with opinions.