Some Observations from Nepal
I've been in Nepal since January helping out with the implementation of a household survey. Throughout February and March, we asked people in two districts – Jhapa, in the south-east of the country on the Indian border, and Tibetan-bordering Sindhupalchok to the north – about their livelihoods, the various taxes they pay, and their relationships with state governance. As part of this research, we've also been carrying out a number of more in-depth qualitative interviews.
When asked about the kinds of taxes that most affect their livelihoods on a day-to-day basis, one of the things that struck me about people's responses was the frequency with which electricity bills were mentioned. At first, I couldn't quite understand why this was coming up so much: that's not a tax, I thought, it's simply a payment made in exchange for a service. In my mind, I began to discount these responses, passing them off as information that missed the points we were trying to get at.
My assumptions were misplaced.
Some Observations from Nepal
Bangladesh, the most vulnerable country in the world to the impact of natural disasters is also a leader in emergency preparedness and disaster response, particularly for cyclones, tidal surges and floods. This was achieved through 25 years of effort, which was catalyzed through two devastating cyclones, one in 1970 and 1991 that caused the deaths of approximately 500,000 and 300,000 people respectively. Part of what makes Bangladesh so strong at cyclone preparedness and response is the fact that major cyclones seem to hit Bangladesh every 3-4 years. Recurrence of this frequency is quite unique.
On the other hand, major seismic events that lead to major losses occur infrequently. Cities like Dhaka and Kathmandu, which are susceptible to major earthquakes, haven’t experienced a major shake in more than a generation. Unfortunately, a lack of frequency often leads to complacency amongst governments and citizens. Even more problematic is the very rapid accumulation of assets and population in urban environments in South Asia, including Dhaka.
Walking through the streets of Dhaka paints a picture of a city with significant structural vulnerabilities – where poor construction standards, lack of enforcement, and poor maintenance turn many buildings into potential hazards. When a building in Savar collapsed in April 2013 – killing over 1,100 people and injuring thousands more – it was a wakeup call for Bangladesh. The collapse was not triggered by an earthquake, it was the result of catastrophic structural failures, but it was a glimpse into what could happen in the event of a major earthquake.
Let’s say we are both girls born on farms in remote villages at the foothills of mountains, but you were born at the foothills of the Himalayas and I, somewhere at the foothills of the Swiss Alps. You are the first of five children and I have only one younger sister. What do you suppose our lives growing up would be like?
I have access to a road that leads me to school every day and to hospitals when I need it. I have electricity so that I can do my homework in the evenings and my mother can cook using a clean stove. We have heat. I even have telecommunication services for when I want to talk to my uncle who lives in Nova Friburgo, Brazil. And my bathroom is indoors because it separates us from our waste.
Part of the World Bank’s new vision is to step up its efforts to help fragile and conflict-afflicted states break the vicious cycle of poverty. But this is no easy task.
The destruction of productive assets and the restrictions on the capacity to produce are among the most severe economic impacts of conflicts and fragility. These effects explain why countries in conflict or emerging out of conflict typically have very large trade deficits. The productive sector is often particularly weak by international standards, so exports are low and domestic consumption has to rely on imports. Indeed, five of the ten countries with the largest trade deficit in the world (Timor-Leste, Liberia, the Palestinian territories, Kosovo and Haiti) are considered fragile by the World Bank and other regional development banks (figure 1).
- états fragiles
- fragile states
- fragile and conflict affected states
- Private Sector Development
- Global Economy
- Financial Sector
- Climate Change
- Agriculture and Rural Development
- The World Region
- South Asia
- Middle East and North Africa
- Latin America & Caribbean
- Europe and Central Asia
- East Asia and Pacific
- Yemen, Republic of
- Syrian Arab Republic
- South Sudan
- Solomon Islands
- Sierra Leone
- Micronesia, Federated States of
- Marshall Islands
- Cote d'Ivoire
- Congo, Democratic Republic of
- Central African Republic
A colleague of mine once told me that professionals who were responsible for designing public transport policies never used public transport themselves. This thought has been entrenched in my mind ever since. As a transport professional myself, I always try to use public transport whichever part of the world I visit, be it London, Delhi, Accra, Helsinki, or Colombo. It is one of the best ways to get a sense of how the public transport system operates in a particular city.
I joined the World Bank Nepal office some three years ago. I booked my temporary residence in a hotel through one of my friends. I had no idea how far the hotel was from my office so I took a taxi on my first day. Then I discovered that my hotel was close to a public transport route so I started using microbuses to commute to the office. On my way to work the microbus would never be full, so I could travel comfortably. But I hated my return journey as the microbuses would already be filled up at Shahid Gate and I would never get seats. Often I had to change buses and sometimes, if I stayed at work late, I had to take taxis as there were no buses after dark.
A lot of my Nepali colleagues also shared their experiences with me. A male colleague told me how he was mugged once. I also heard many unpleasant stories from my female colleagues on the experience of using public transport. I have to admit after this, I used public transport less frequently.
The answer from a case study in western Nepal says the answer could be one of the social accountability tools - Community Score Card (CSC).
The case study, produced by the World Bank-funded Program for Accountability in Nepal (PRAN), gives an overview of how the tool was used to counter mismanagement, irregularity of staff as well as quality of 21 community schools in Nawalparasi district in Nepal.
Community Score Card
CSC is a mechanism through which citizens monitor the quality of community based public services. It provides the opportunity for citizens to analyse any particular service they have received based on their personal feelings, to express dissatisfaction or to provide encouragement for good work. It also further suggests measures to be taken if flaws still remain.
Ritu, who had to interrupt her post-school education because of her marriage, now hopes for a good education for her daughters. She voiced her heartfelt opinion during the scoring, commenting on the weak ability of the school administration to control and discipline the teachers. Consequently, she was elected into the School Monitoring Committee to supervise the improvements. She is confident that the community, having had a taste of the Score Card, will maintain it, especially now that it does not entail any community expense.
From the outset, I was interested and intrigued by research on gender issues in public transport in Kathmandu. Familiar with the chaotic, noisy, and smelly traffic of Kathmandu, the everyday challenges people face in their commutes to work and school were as well known to me as regular excuses for colleagues being late to meetings; buses were ‘full’, ‘late’, ‘broke down’, ‘did not come’. But I was also aware that women in Kathmandu are often quite tough, feisty and assertive especially compared to those in cities of neighbouring countries I had experienced. What were the issues going to be?
My team of a dozen researchers comprised eight women and four men, all in their twenties and thirties. Most, but not all, had long abandoned using public transport themselves, preferring the reliability, control, comfort and safety of riding scooters or borrowing the family car. So, my first task was to get them all to experience public transport again. They spent a whole day travelling on different forms of transport all over the Kathmandu area, between them covering from day break until the last bus plied in the evening. As they travelled they chatted to fellow commuters. The following day the team re-convened and shared their public transport experiences. We worked through simulations of commuter behaviour - dramatizing what happens when waiting for, getting on, traveling on and getting off public transport. We noted the contortions required to avoid touching people in crowded and cramped spaces. We talked through what was acceptable and unacceptable.
All of this helped us draft a short questionnaire to capture the issues which emerged as important. We were very conscious that we would have to administer these in situ as people were commuting and that they needed to be simple. When we came to undertake the study, riding on transport ourselves and conducting approximately 500 interviews, we did not anticipate the enthusiasm with which people wanted to engage. Commuters, women and men, wanted to pour out their frustrations to the researchers and felt that the questions being asked went straight to the heart of the issues which concerned them. ‘Putting up’ with uncomfortable, overcrowded, unreliable, dirty, unhygienic, unsafe travel and the reckless driving, offensive banter between drivers and conductors, pickpockets and harassment had become normalized. Enough was enough.