1. The meeting.
The 10th Meeting of the Heads of Road Authorities (HORA) on 04 November 2015 was one of the concurrent events held in conjunction with the 25th World Road Congress (PIARC) from 02 to 06 Nov 2015 at COEX, Seoul, Korea. The 102nd Meeting of the REAAA Governing Council was another concurrent event held before the 11th HORA Meeting.
2. Background.
2.1 The 11th HORA meeting was hosted by REAAA Korean Chapter,Korea Road Association and supported by Ministry of Land, Transport and Maritime (MOLIT) of Korea. As the host country, the Republic of Korea decided to provide flight and accommodation to one presenter of each country to assist more people to participate in this 11th HORA Meeting. The total amount of Financial assistant from host country for 11th HORA meeting is USD9,000.00.
2.2 An official invitation letter dated 07 September 2015, signed by the REAAA President, DR. A. Hermanto Dardak, Assistant Minister for Road for Ministry of Land, Infrastructure and Transport (MOLIT), Korea, Mr. II Pyeong KIM and Chairman of REAAA Korean Chapter, Dr. Sung Hwan KIM was sent out to member countries.
2.3 The objective of the 11th HORA meeting is to to share HORA member countries experiences on the subject entitled “Public-private Partnerships”(PPP)
3. Attendance.
3.1. 55 delegates from 12 countries attended the 11th HORA meeting in Seoul, Korea.
3.2. The 12 countries are: Australia, Indonesia, India Japan, Korea, Malaysia, Pakistan, the Philippines, Singapore, Taiwan, Thailand and USA.
4. Opening session
4.1 The President of REAAA, DR.A Hermanto Dardak, extended a very warm welcome to all HORA delegates in his opening remarks.
4.2. Mr. Yun Taik CHOI, Executive Directing Manager of R&D Headquarter of Korea Expressway Corporation on behalf of the host country, extended a welcome to all HORA delegates.

5. Report on the 10th HORA Meeting
The report on the 10th HORA meeting held on 15 November 2011 in Jakarta was presented by Honorary Secretary General, Dr,Che Hassandi Abdullah and adopted by the meeting.

6. Presentation
Topics and Presenters.
Introduction of 11th HORA Meeting, “Public-Private
Partnerships” (PPP) by Chairman, Dato’ Ir. Haji Ismail Md. Salleh.
Director General, Malaysian Highway Authority(LLM), Malaysia.
1 India
Mrs Nivedita Srivastava,
Chief General Manager (Finance ),
National Highways Authority of India (NHAI).India.
Title: ‘India:- Highway Sector Overview and Road Ahead’.
2 Indonesia
Mr. Hediyanto W. Husaini
Director General, Highways, Ministry of Public Works and Housing
Title: ‘Indonesia Road Management and Delivery Challenges and Strategies’.
3 Korea
Dr. Kangsoo Kim
Executive Director,Ph.D. in Transport Studies
Public and Private Infrastructure Investment Management Center (PIMAC),Korea Development Institute(KDI),Korea.
Title: ‘Roads PPPs In Korea – Current Status and Challenges’.
4 Malaysia
Dato’ Ir.Haji Ismail Md Salleh
Director General, Malaysian Highway Authority(LLM),Malaysia.
Title: ‘Public-Private Partnerships” (PPP) of Road and Highway Projects’.
5 Pakistan
Dr. Iftikhar Mehboob
Director (PPP-II),Private Partnership Cell
National Highway Authority, Pakistan.
Title: ‘Pakistan’s Significant PPP Achievements in the Road Sector’.
6 Philippines
Honorable Secretary Rogelio L. Singson
Secretary, Department of Public Works & Highways, Philippines.
Title: ‘Investment Opportunities in the Philippines’.
7 Thailand
Hathairat Maneetes, Ph.D. Civil Engineer,Bureau of Road Construction,Department of Rural Roads,Thailand.

Title:‘Management of Low Volume Road in Thailand’.

8 iRAP
Chief Executive Officer,International Road Assessment Programme (iRAP)
Title:‘PPP and Impact Investment Models to deliver large scale road safety gains’.

Prepared by MHA
7. Summaries of Presentation of the 11th HORA meeting
Public – Private Partnership (PPP) describes a government service or private business venture which is funded and operated through a partnership of government and one or more private sector companies.
PPP involves a contract between a public sector authority and a private party, in which the private party provides a public service or project and assumes substantial financial, technical and operational risk in the project.
Benefit of PPP Implementation
The benefit from implementation of PPP:
i. To remedy financial shortage in the public sector
ii. To stimulate and speed up the economic efficiency and social growth
iii. To improve the performance of roads
iv. To accelerate the infrastructure provision
v. To booster up the local economic and construction works opportunity
vi. To provide various services using private sector expertise
The Advantages of PPP Implementation
The advantages from implementation of PPP:
i. Value of money for taxpayer through optimal risk transfer and risk management
ii. Efficiencies from integrating design and construction of infrastructure with financing, operation and maintenance
iii. Creation of added value through synergies between public agency and private sector companies
iv. Alleviation of capacity constraints and bottlenecks in the economy through higher productivity of labor and capital resources
v. Competition and greater construction capacity including the participation of overseas firm
vi. Speedy, efficient and cost effective delivery of projects, innovation and diversity in the provision of public services
Characteristics of PPP Project
In the view of major operational characteristics:
i. Long term contracts
ii. Allocation of risks
iii. Output standards and specification
iv. Performance – based on payments mechanism
In the view of major financial characteristics:
i. Private financing
ii. Fee for service
iii. Viability gap funding
iv. Value for money
v. Service performance standard
Implementing PPP in Highway / Road Projects
The range of stakeholder interest in PPP:
1. Government
i. Maximize revenue
ii. Provide universal access to service
iii. Ensure affordable basic service
iv. Promote fair competition
v. Attract investors
vi. Improve public welfare
2. Consumers
i. Ensure fair pricing
ii. Improve quality and reliability of service
iii. Increase accountability and responsive
3. Investors
i. Ensure stable, transparent regulatory process
ii. Enable organizational restructuring and assets
4. Employees
i. Ensure fair treatment of present employees
ii. Provide career opportunity
iii. Improve productivity, efficiency and morale
India has the third largest road network across the world. This road network transport more than 60% of all goods and 85% of India’s total passenger traffic. Cognizant of the need to create an adequate road network to cater the increased traffic and movement of goods, government of India has set earmarked 20% of the investment of US$ 1 trillion reserved for infrastructure during the 12th five year plan (2012 – 2017) to develop the country’s roads. The government also has unveiled investments plans totaling Rs 10 trillion (US$ 150.7 billion) in highways and shipping sector by 2019.
To revive and encourage private investment in the roads sector, two more models for attracting capital have been worked out. The Hybrid Annuity model allows bidding on project cost with no traffic risk to concessionaire, and the Toll Operate Transfer Model envisages leasing off road projects that have been built using government funds.
Government has recognized the need to engage with the private sector to achieve the following objectives:
i. Harness private sector efficiencies in asset creation, maintenance and service delivery
ii. Provide focus on life cycle approach for development of a project, involving asset creation and maintenance over its life cycle
iii. Create opportunities to bring in innovation and technological improvements
iv. Enable affordable and improved services to the users in a responsible and sustained manner
Hybrid Annuity Model (HAM)
i. Developer contributes 60% of project cost and 40% will be invested by the government during construction period in five equal installments linked to project milestones
ii. National Highway Authority India (NHAI) will collect toll and pay developer annuity payments over 15 years along with interest thereon at bank rate +3%. Operation & Maintenance payment made along with bi-annuity payments.
iii. All project payments are inflation indexed
iv. No traffic risk hence enhancing participation from private players
Toll – Operate – Transfer Model (TOT)
i. To award existing toll road to a private entity for efficient operation and maintenance over a fixed long term period
ii. One time concession fee payable upfront (lump sum) in the operation and tolling phase
Investment Opportunities
Long term lease of public funded national highways (TOT Model)
i. Government has approximately 104 toll roads (developed through public funding) for which NHAI are collecting the toll revenue
ii. Toll revenue Rs. 3900 cr. and total length as 6036 km (1 cr. = 10 million)
iii. Government assessing interest of the private sector in the toll road assets
iv. Objective is to award these toll roads to private sector for operations and maintenance for a fixed period (long term) for an upfront value
Indonesia’s population is mostly concentrated on the western area with 21.31% of the population lives in Sumatera and 57.49% lives in Java. On the contrary, both area sizes only comprises of 31.93% of the whole land area of Indonesia (population in 2010 – 237 million).
Indonesia has the longest road network in ASEAN comprises of 9.9% national road, 9.6% provincial road and 80.5% municipal/regency road. National road serves as the main primary arterial road network and in general is in good condition. However, a lot of provincial and municipal/regency roads are in poor conditions. This situation hamper Indonesia road network connectivity.
Objectives of PPP:
i. Attract private funding to participate in infrastructure delivery
ii. Deliver good quality, effective, efficient and beneficial infrastructures right on schedule
iii. Create investment climate that attract businesses to deliver infrastructures
iv. Promote the concept of ‘user fee for services’
v. Provide investment return guarantee through the mechanism of periodical payment by the government to the business entities
Toll Road PP Delivery Schemes
1. Build – Operate – Transfer (BOT)
Land – by Government
Finance, Design, Construction, Operation & Maintenance, Toll Collection – by Private
2. Supported BOT (SBOT)
Land – by Government
Finance, Design, Construction – by Government + Private
Operation & Maintenance, Toll Collection – by Private
3. Availability Payment/Performance Based Annuity Scheme (AP/PBAS)
Land – by Government
Finance, Design, Construction, Operation & Maintenance – by Private
Toll Collection – by Government
4. Design and Build (DB)
Land, Finance, Design, Construction – by Government
Operation & Maintenance – by Private
Toll Collection – by Government
5. State Owned Enterprise (SOE) Assignment
Land – by Government
Finance, Design, Construction, Operation & Maintenance, Toll Collection – by SOE
i. Committed to accelerate infrastructure development including the completion of several major expressways in Java and Sumatera that will serve as the transport backbone
ii. Private investments are encouraged to participate in infrastructure development through simple process, proportional risks allocation, attractive incentives, transparent and internationally best practice PPP
iii. Innovative approach to accelerate expressways development that are more effective and efficient
iv. Indonesia welcome all participant which will be beneficiary to the acceleration of road sector improvement and developement
Korea is one of the most advanced countries in the world. With 20 years experiences in PPP project initiation and management, Korea has succeeded in establishing the institutional setting for a mature PPP market such as solid foundation of legal and institutional system, elaborated analytical tool and implementation guidelines, fair and transparent procurement system and intensive competition in PPP market.
However, the government is still facing challenges that need to be resolved to move forward to the more advanced stage. The system should continue to be improved in the direction of maximizing benefits and VFM of PPP projects for the public, government and private participants.
Some challenges and directions for next PPP in Korea:
i. User fees of PPP facilities were relatively high compared to those of publicly financed projects, though the difference has been decreasing over time
ii. Reduction of user fee of PPP facilities is the most important task to increase further the satisfaction level for BTO type of projects
iii. Disputes may be inevitable for PPP projects throughout the concession period
iv. Strength dispute resolution mechanism
v. MRG (Minimum Revenue Guarantees) payment has resulted in excessive fiscal burden on fiscal management of governments. Until 2040, 25 trillion KRW is forecasted as MRG payment
Knowledge sharing; Factors for successful PPP implementation:
i. Streamlined institutional framework and institutional setting
-clear and consistent implementation procedure regulated by the PPP Act and implementation guidelines, making project more foreseeable
-clearly defined role of different government agencies
ii. Market promotion along with fiscal discipline
-unsolicited proposals encouraged by awarding bonus points
-government support in MRG, construction subsidy and land acquisition
iii. Independent PPP unit
iv. Adequate risk sharing
-construction and operating risks are typically borne by the private sector, whereas the political, exchange rate, force majeure risks are generally borne by the public sector
v. Building capacity of private and public
-PPPs require development of specific technical expertise within the government
-governments have to be able to conduct through project appraisals and prioritizations, manage projects and ensure that PPPs are consistent with broader fiscal and economic policy objectives
The use of PPP to deliver road and highway projects has contributed significantly to the acceleration of infrastructure development. However, there are many issues associated with implementing PPP projects and governments are continuously working to create an environment which will attract private sector funding for these projects. The success of PPP in any country requires governments to play a key role in planning and regulation. Government, through its highway agency, should specialize in the planning, structuring and regulation of these projects while the private sector should specialize in their management, investment, construction and financing.
The introduction of the Malaysian Privatization Policy has resulted in more than 1,800 km of highway being constructed in Malaysia over about the last 30 years. The highway privatization initiative has reduced the administrative burden of the government, this is demonstrated by the change of responsibility of the Malaysian Highway Authority (MHA) from the implementation to the supervision of Malaysia’s highway.
Privatization Policy in Malaysia:
i. The privatization policy was introduced in 1983
ii. To stimulating the growth of the private sector and promote overall efficiency in the economy
iii. Reducing government’s financial burden in road infrastructure
iv. Increase private sector’s role in infrastructure development
v. Method of road privatization used in Malaysia is BOT (built-operate-transfer)
Government initiated projects:
i. Projects identified based on plans (Highway Network Development Plan)
ii. The plan channels efforts to priority areas in an organized manner
iii. Projects are subjected to competitive bidding from the private sector
iv. There are twelve (12) highway projects identified by the government
Private sector initiated projects:
i. The private sector can initiate privatization for projects not yet identified by the government
ii. Approach guided by the ‘first come first serve’ principle, with a view to encourage & reward private sector initiative
iii. There are 30 highway projects initiated by the private sector
Malaysia government support given to toll highway concessions:
i. Handing over of existing highway projects
ii. Land acquisition cost
iii. Long concession period of 30 – 50 years
iv. Undertakings by the government to assume the liabilities of the concession companies to the lenders
v. External risks supplement
vi. Traffic volume guarantee
vii. Support loan preferential interest rate
Rights & obligations of Concession Company:
i. Obtain financing for project
ii. Design, construction and improvement works on highways
iii. Install tolling and other equipment
iv. Operate and maintain the highway
v. Collect toll
vi. Handover the concession area at no cost to the government on expiry of concession
As a whole, PPPs can present a number of advantages, it must be remembered that these schemes are also complex to design, implement and manage. PPPs are not the only method to deliver project financing and realization; they should only be used where appropriate and where they are able to deliver clear advantages and benefits.

The Government of Pakistan vision is to double the road density till 2025 and in achieving this mammoth development goal is only possible with the support of the private sector, whereas, fiscal budget allocations alone would suffice to meet 50% of the set targeted demands and the rest has to come from off-budget financing through Public Private Partnership (PPP).
The National Highway Authority (NHA), under the NHA Act 1991 is responsible for managing the design, development and operation of over 12,000 km long network of national highways and motorways. NHA is empowered, under NHA Act, to initiate, operate and award projects through private sector financing. The PPP is becoming an essential component of NHA’s development strategy. The objectives set by NHA for PPP include, interalia, development, off budget financing, efficiency, investment, sustainability & revenues generation.
Vision 2025
i. Ensure reduction in transportation costs and safety in mobility
ii. Create effective connectivity between rural – urban areas and markets
iii. Provide high-speed inter-regional & inter-provincial connectivity
iv. Integrated road networks between economic hubs and also high-capacity transportation corridors connecting major trading partners
v. Make Pakistan hub of regional trade and commerce
vi. Increase road density from 32km/100km2 to 64km/100km2 and share of rail from 4% to 20% of freight handling in the country
NHA Plan
i. NHA has planned to undertake a major portion of its highway development projects by financing through PPP
ii. NHA is promoting PPP in order to bring skills/efficiency and to augment limited public resources from the private sector
NHA, through its dedicated efforts in the last one year took a lead in the road infrastructure development through the private sector participation. NHA successfully attracted private sector investment and has awarded four projects of worth over Rs 101 billion, which is more than the average annual Foreign Direct Investment (FDI) in Pakistan. Besides this, the expected earnings from these four projects is over Rs 391 billion. Total PPP projects under procurement stage is worth RS 22 billion.
In addition, NHA is creating a business plan development unit under PPP in order to plan a big portfolio of variable projects of road development/improvement & operating concessions on PPP basics. Major PPP reforms shall be taken up with the GOP in order to boost up the private sector investment in the development of road sector.

PPP has been used in Thailand to deliver public service in the energy, mass transit, water, sanitation, telecommunication and transport sector. Since 1992, the Public Participation in State Undertaking (PPSU) Act has been regulating PPP activities in Thailand. The new 2013 Private Investments in State Undertakings Act replaces the 1992 PPSU with the aim to streamline the governing framework with clear and systematic guidelines for identification, approval and implementation of PPP projects.
This is achieved through the formation of national PPP Policy Committee responsible for PPP strategic planning and PPP project approval, with the State Enterprise Policy Office (SEPO) as the secretariat office and the central PPP unit in Thailand. Other key features of the 2013 PPP Act include need for feasibility study, shortening of the process duration, setting up of selection committee, standardizing of procurement and PPP contracts.
Recent Developments
i. PPP Policy Committee has been appointed and chaired by Prime Minister
ii. Project < 1 billion baht, ministry responsible can approve
iii. Projects > 5 billion baht, must go to PPP Policy Committee
iv. Projects from 1 to 5 billion baht
-infrastructure and public service related, must go to PPP Policy Committee
-others, ministry responsible can approve
v. An 8 year transportation infrastructure program for 2015 – 2022 approved by Cabinet in October 2014 at total project cost of 3.3 trillion baht
Key features of 2013 PPP Act
i. Setting up of a national PPP Policy Committee to develop PPP strategic plan and approve PPP projects
ii. Development of PPP Strategic Plans
iii. State Enterprise Policy Office (SEPO)
iv. Need for feasibility study
v. Shortening of process duration
vi. Setting up of Selection Committee by Host Agency
vii. Standardized procurement procedures
viii. Setting up of Private Investment Promotion Fund (PIPF)

1. The meeting.
The 10th Meeting of the Heads of Road Authorities (HORA) on 15 November 2011 was one of the concurrent events held in conjunction with the 9th National Conference of Road Engineering from 14 to 16 Nov 2011 at Mercure Convention Centre Hotel, Jakarta, Indonesia. The 93rd Meeting of the REAAA Governing Council was another concurrent event held on 14 November 2011.
2. Background.
2.1 The 10th HORA meeting was hosted by Indonesian Road Development Association (IRDA) and supported by the Directorate General of Highways, Ministry of Public Works, Republic of Indonesia.
2.2 An official invitation letter dated 14th September 2011, signed by the REAAA Honorary-Secretary-General, Dato Haji Ir Hamizan Mohd Inzan was sent out to member countries.
2.3 The objective of the 10th HORA meeting is to adopt the final draft of “Compendium Road Safety- Make it Happen” which has been discusses at the HORA Workshop in Taipei, Taiwan on April 2011. This is follow- up with the outcomes of the 9th HORA meeting held in Kuala Lumpur, Malaysia in April 2010. As the result, the meeting agreed on the establishment of an Advisory Panel that will assist in the preparation of the “Compendium Road Safety- Make it Happen”.
3. Attendance.
3.1 40 delegates from 9 countries attended the 10th HORA meeting in Jakarta, Indonesia.
3.2 The 9 countries are: Australia, Brunei, Indonesia, Japan, Korea, Malaysia, the Philippines, Taiwan and Thailand.
4. Opening session
4.1 The President of REAAA, Dato Sri Ir.Dr. Judin Abdul Karim, extended a very warm welcome to all HORA delegates in his opening remarks.
5. Report on the 10th HORA Meeting
The report on the 10th HORA meeting held on 15 November 2011 in Jakarta was presented by Honorary Secretary General, Dato Ir Haji Hamizan Mohd Inzan.
5.1 Summary
Each year nearly 1.3 million people (or 3,000 people each day) die as a result of a road traffic collision and more than half of these people are not travelling in a car. Twenty to fifty million more people sustain non-fatal injuries, a major cause of disability worldwide. Ninety per cent of road traffic deaths occur in low- and middle-income countries, which account for less than half the world’s registered vehicle fleet. Road traffic injuries are among the three leading causes of death for people between 5 and 44 years of age. Unless immediate and effective action is taken, road traffic injuries are predicted to become the fifth leading cause of death in the world, causing an estimated 2.4 million deaths each year.
REAAA Governing Council agreed that the development of a Compendium on Good Practices: Road Safety – Make it Happen would be one way for REAAA to make a positive response to this global challenge. As a result, a workshop addressing this topic was conducted during the 9th Heads of Road Authorities (HORA) meeting, held in Kuala Lumpur in April 2010. The outcome of this workshop was a Table of Contents and a work program for the delivery of the Compendium.
This Compendium on Good Practices: Road Safety – Make it Happen commences with an overview of the Decade of Action (2011-2020). This is followed by a compilation of accident statistics for each country in the region commencing from the year 2001 up to, depending on the availability of data, 2010 (2011 data is available from Indonesia).
A series of case studies addressing the issues identified during the workshop as relevant to the topic is then presented. Each country was asked to address two or three of these issues and the resulting responses have been condensed into this Compendium.

Membership of Advisory Group: Road Safety – Make it Happen

Australia:  Mr Blair Turner & Mr Kieran Sharp, ARRB Group
Brunei: Mr Rafitra Razak, Public Works Department
Indonesia: Dr Didik Rudjito, Indonesian Road Development Association
Japan: Mr Yoshiharu Namikawa, National Institute for Land and Infrastructure Management
Korea: Mr Jeong-Gyu Kang, Korea Expressway Corporation
Malaysia: Dr Jamilah Mohd Marjan & Prof Ahmad Farhan Mohd Sadullah, MIROS
New Zealand: Mr Colin Brodie, NZ Transport Agency
Philippines: Mr Philip F Menez, Department of Public Works & Highways
Singapore: Mr Ho Seng Tim, Land Transport Authority
Taiwan: Mr Kai-Kuo Chang, Institute of Transportation
Thailand: Dr Ponlathep Lertworawanich, Department of Highways

6. Conclusion
Honorary Secretary General, Dato Ir Haji Hamizan Mohd Inzan, in his closing remarks, thanked the HORAs, HORA delegates and the invited guests for their active participation in the meeting, making it a very fruitful HORA meeting again. He was happy to note that 40 delegates from 9 countries attended.
Dato Ir Haji Hamizan on behalf of the HORA delegates, extended gratitude to the hosts and organisers especially Indonesian Road Development Association (IRDA) and all the sponsors and supporters who have contributed to the success of this meeting.

An important initiative of REAAA has been the establishment of regular meetings of Heads of Road Authorities (HORA) in the region. The HORA meeting has become an annual affair.

Seven such meetings have been held since 2002, with the inaugural meeting in Kuala Lumpur, Malaysia, the second in Cairns, Australia, third in Manila, Philippines, fourth in Bangkok, Thailand, fifth in Manila, the Philippines, sixth in Gyeonggi-do, Korea and the seventh in Tokyo, Japan. The 8th HORA meeting is scheduled to be held in Korea in 2009.

Objectives of Organising the HORA Meeting.
It is to provide a forum for Heads of Road Authorities, HORAs from Asia and Australasia (on national level) to interact actively with each other with the hope to achieve the objectives of:

Establishing a network of professionals with common interest
Sharing knowledge and experiences
Searching for solutions for problems on common issues in roads development
Creating a focal point for exchange of ideas related to road engineering and its development

The 9th HORA Meeting is scheduled to be held on 5 April 2010 at KL Hilton, Kuala Lumpur, Malaysia.

The 8th HORA Meeting was held on September 24, 2009 in Incheon City, Korea.  The format and  topics for discussions are being finalised to make it another successful event.

The 7th Meeting of the Heads of Road Authorities (HORA) on June 4 & 5, 2008 was held at Mita Kaigisho in Tokyo, Japan.

The event was hosted by Japan and organised by the Ministry of Land, Infrastructure and Transport and Tourism, Japan, with the support and cooperation of Japan Road Association and other agencies, institutions and companies.

The Meeting has been successfully concluded with the attendance of 72 delegates from 13 countries. The participating countries are Australia, Brunei, India, Indonesia, Korea, Malaysia, New Zealand, the Philippines, Singapore, Sri Lanka, Taiwan, Thailand, and the host Japan. PIARC represented by its Deputy Secretary General, Mr. Franck Charmaison was the special guest.

Three main themes were lined up for discussions
• Final Report on Privatisation of Road facilities and the Presentation of the `Guide to the Privatisation of Tolled Expressways`;
• Progress Report on Disaster Risk Management;
• Efficient Operation of Road Network.

7th HORA Meeting in Tokyo, Japan

The 6th HORA Meeting on May 9 & 10, 2007 in Gyeonggi-do, Korea has be successfully concluded with the attendance of 66 delegates from 13 countries.

Two ministers, one deputy minister, one assistant minister and 13 heads of road authorities were among the delegates attended the two-day HORA meeting The 13 participating countries are Australia, Brunei, Indonesia, Japan, Korea, Malaysia, New Zealand, Pakistan, the Philippines, Singapore, Sri Lanka, Thailand, and Vietnam. The meeting was hosted by Korea and jointly organised by the Korea Road and Transportation Association, KRTA and the REAAA Korean Chapter with the support of the Korean Department of Construction & Transportation.

REAAA President, Dr. Kyong-Soo Yoo (3rd from right) chairing the 6th HORA Meeting

The 6th HORA meeting focused its attention on one topic `Disaster Risk Management` which has generated great interest among the delegates. Two main papers on the same topic, one by Malaysia and other by Korea, were presented, sharing with HORA delegates, their experiences and ideas on the issue. Following the two presentations, the delegates were divided into seven groups to debate the topic further and to produce a record of recommendations, solutions and actions plans.

To take follow-up actions on the recommendations and action plans, it has been agreed to set up a working committee. The formation of this working committee is one of the positive outcomes of the 6th HORA meeting.

The 5th HORA Meeting on 22 November 2006 was held in Manila, the Philippines in conjunction with the 12th REAAA Conference. It was attended by 60 delegates including REAAA Council members from 13 countries. The 13 countries were: Australia, Brunei, Indonesia, Iran, Japan, Korea, Malaysia, New Zealand, Pakistan, the Philippines, Taiwan, Thailand, and Tonga.

4th HORA Meeting on 15 June 2005 in Bangkok, Thailand
The 4th Meeting was held in conjunction with the 15th International Road Federation, IRF World Meeting in Bangkok. 73 delegates from 18 countries attended. A minister from Tonga and a special guest from Asian Development Bank, ADB were among the delegates. Others included 24 REAAA Council members. The 18 countries were: Australia, Bhutan, Brunei, India, Indonesia, Japan, Korea, Malaysia, Nepal, New Zealand, Pakistan, the Philippines, Singapore, Sri Lanka, Taiwan, Thailand, Tonga and Vietnam.

The 3rd HORA Meeting on 7 October 2004 in Manila, the Philippines was attended by
15 heads of road authorities from 9 countries. 13 members of the REAAA Governing Council were also present. It was also attended by 2 observers from Japan and the Japanese Embassy in Manila. The HORAs and Council members visited the Metro Manila Development Authority and were briefed on the development and programmes being implemented by MMDA.

The 2nd HORA Meeting was held on 19 and 20 May 2003 in Cairns, Australia in conjunction with the ARRB/REAAA Conference. It was attended by 24 heads of road authorities from 14 countries. 14 members of the REAAA Governing Council were also present. The workshop on May 19 focused on Road Asset Management while the workshop on May 20 deliberated issues relating to road safety. In view of the success of the inaugural HORA meeting in Kuala Lumpur and the second HORA meeting in Cairns, it has been proposed to make the HORA meeting an annual event

The Inaugural HORA Meeting was held on 17-20 April 2002 in Kuala Lumpur, Malaysia
The inaugural meeting has been described as a great success with the attendance of 44 senior officers from 23 countries in Asia and Australasia. Among them were two ministers (from the Philippines and Samoa) and two deputy ministers (from the Philippines and Vietnam). Present were REAAA Governing Council members and invited delegates from Asian Development Bank and JICA. A seminar and an exhibition were organized in conjunction with the HORA meeting.

The Inaugural HORA Meeting held in K.L. was attended by 44 senior officers from 23 countries in Asia and Australasia

The documents are for REAAA Governing Council members

The Technical Reports / Compendia / Presentations are for REAAA Members

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