ount and public finance) for which there is no clear equilibrating mechanism. INFRASTRUCTURE TO 2030: TELECOM, LAND TRANSPORT, WATER AND ELECTRICITY - ISBN 92-64-02398-4 - © OECD 2006 4. KEY FACTORS DRIVING THE FUTURE DEMAND FOR SURFACE TRANSPORT INFRASTRUCTURE 4. Viability of current model for surface transport infrastructure The EU TEN-T process has already been cited above as an exemplary model of transport infrastructure planning and inter-governmental consultation. However, the EU nation-state funding commitments and project timetables have not always been met, for all the reasons discussed in the previous sections. The road and rail infrastructure (new construction) requirements forecast in Section 2 require substantial additional funds. The world annual road and rail new construction requirements could be in the order of USD 270-350 billion/year over 2010-30. This represents an enormous increase over the estimated current (2000) world spending of about USD 150 billion/year - even allowing for some efficiencies, deferred plans and possible overestimation. Public sources of funds Economic growth is driving most of these land transport infrastructure requirements, SO that - provided there is proportional growth in public revenues - there should be sufficient public funds to finance most of the requirements. However, as stated above, there is general taxpayer resistance and political unwillingness to have tax revenues grow at the same pace as economic growth, and there are competing and very pressing public policy issues competing for scarce taxpayer funds (e.g. education, health care, poverty reduction). The public revenue capacity to finance needed land transport infrastructure will be most difficult to obtain in the developing and Big 5 countries - where there may also be issues of tax avoidance/evasion, black markets and political corruption, which all undermine tax revenue generation. However, the naive belief that if the public sector cannot finance transport infrastructure the private sector will has be