بانک جهانی فعالتیهای خویش را در افغانستان در سال ۱۹۷۹ میلادی پس از تهاجم شوروی سابق به تعلیق در اورد. فعالیتهای این اداره در ماه می سال ۲۰۰۲ میلادی بمنظور حمایت از نیازمندی های ضروری افغانها و کمک به دولت این کشور در راستای ایجاد نهاد های قوی و پاسخگو غرض فراهم اوری خدمات به شهرواندان این کشور مجددا اغاز گردید.
ماه می مصادف به بزرگداشت از پانزدهمین سالگرد از سرگیری فعالیت های دفتربانک جهانی در کابل در سال ۲۰۰۲ میباشد. با ۱۵ دست آورد و فعالیت کلیدی بانک جهانی در ۱۵ سال گذشته آشنا شوید.
Shortly after the Soviet invasion in 1979, the World Bank suspended its operations in Afghanistan. Work resumed in May 2002 to help meet the immediate needs of the poorest people and assist the government in building strong and accountable institutions to deliver services to its citizens.
As we mark the reopening of the World Bank office in Kabul 15 years ago, here are 15 highlights of our engagement in the country:
In a previous blog we related how South Asia as a whole had improved the performance of its container ports since 2000 but had still struggled to catch up with other developed and developing regions. But within that picture, some ports did better than others.
For example, Colombo in Sri Lanka, the fast-expanding Mundra and Jawaharlal Nehru Port in India and Port Qasim in Pakistan all improved the use of their facilities in the first decade of this century. India’s Mumbai and Tuticorin were among those that fell behind. Colombo also improved its operational performance by almost halving the share of idle time at berth, while Chittagong (Bangladesh) and Kolkata (India) had the longest vessel turnaround times in the region.
Knowing how specific ports perform and the characteristics of ports that perform well and those of ports that perform poorly helps policymakers design interventions to support underperforming ports.
In the report “Competitiveness of South Asia’s Container Ports” we identified three interrelated policies to improve the performance of the container ports, a key element in one of the world’s fast-growing regions: increasing private participation in ports, strengthening governance of port authorities and fostering competition between and within ports:
During the almost 4 years I spent in the World Bank office in Kabul, I experienced frequent earthquake tremors and saw the results of the significant reduction in winter snow, which severely impacts the water available for agriculture during spring and summer.
While limited in scope, my first-hand experience with natural disasters adds to the long list of recurring hazards afflicting Afghanistan. This list is unfortunately long and its impact destructive.
Flooding, historically the most frequent natural hazard, has caused an average $54 million in annual damages. Earthquakes have produced the most fatalities with 12,000 people killed since 1980, and droughts have affected at least 6.5 million people since 2000.
Climate change will only increase these risks and hazards may become more frequent and natural resources more scarce. Compounded with high levels of poverty and inadequate infrastructure, the Afghan population will likely become more vulnerable to disasters.
Risk information is critical to inform development planning, public policy and investments and over time strengthen the resilience of new and existing infrastructure to help save lives and livelihoods in Afghanistan.
Many countries, developed and developing, that want to become more competitive in global markets tend to jump to a quick conclusion that they need to invest more in infrastructure, particularly in transport sectors like ports. But while many regions, including South Asia, do face important infrastructure gaps, massive new investment is not the only way to improve regional competitiveness. Countries should realize that they also have significant potential to make more efficient use of the infrastructure they already have.
Building megaports all along the coast might reduce a country’s trade costs, but it also requires hundreds of millions of dollars in investment. Improving the performance of existing ports, enabling them to handle higher levels of cargo with the same facilities and in a shorter time, can be a far more cost-effective approach to reducing transport and trade costs. Closing the infrastructure gap does not just require more infrastructure, but also better infrastructure, and better use of existing infrastructure.
The report Competitiveness of South Asia’s Container Ports, which we launched today, provides the first comprehensive look at the 14 largest container ports in South Asia, which handle 98 percent of the region’s container traffic. It focuses on port performance, drivers, and costs.
The World Bank is releasing its first-ever comprehensive study of container ports in South Asia, examining the competitiveness of major ports across the region and suggesting ways they can work more efficiently to boost trade.
The report, to be formally launched on April 27, examines the performance of the ports, which handle about 75 percent of the region’s trade by value, and assesses the role that the private sector, governance, and competition have played in their development.
Trade has been key to South Asia’s remarkable economic average annual growth rate of about 6.7 percent since the beginning of the century, the second-highest in the world after East Asia.
By improving the transport infrastructure, including ports, and easing bottlenecks that hinder the flow of goods, the World Bank is helping South Asia lower its high logistics costs, capture a bigger share of the global market and create more jobs, supporting its progress toward becoming a middle-income region.
In several economic infrastructure sectors, India enjoyed a strong track record of harnessing Public-Private Partnerships (PPPs). Private sector investments in infrastructure more than tripled from the 10th Plan Period (2002-07; INR 2 trillion) to the 11th Plan (2007-12; INR 7.3 trillion). Between these plan periods, private sector share in infra investments increased from 22% to 38%. For a considerable period of time, on the score of mobilizing infrastructure investments through private participation among developing countries, India ranked 1st in Energy and Transport sectors and 2nd in Telecom (behind Brazil).
This erstwhile success of India’s PPP program is attributable to well-crafted reform efforts by the government, and ably executed by the private sector, banks and other financial intermediaries. Following the economic liberalization initiated in the early 1990s, the government has created an enabling environment for private participation through several sector-specific and cross-sectoral initiatives, e.g., relaxing entry norms, tax concessions, independent regulation in telecom and power, mobilization of additional revenues through tolls and cess on fuel, establishment of a viability gap fund mechanism and India Infrastructure Financing Company Limited, etc. The financial intermediaries, too, quickly moved up on a steep learning curve to cater to this new and challenging mode of delivering infrastructure services. Private sector responded enthusiastically and seized these opportunities to develop their own capabilities and progressively build larger and complex projects. Today, private sector operators are serving more than 90% of the mobile phone users, owning ~40% of the power generation capacity, built and operating a substantive portion of arterial network of national highways, besides world-class airports in four metros and container handling facilities at many ports.
For remote rural communities in mountainous Bhutan, survival hinges upon access to roads and markets.
Since 2003, the Royal Government has built over 1,500 kilometers of farm roads and narrower, lower-cost “power tiller tracks” to help communities, which subsist mostly on agriculture, connect to the larger population, and improve their incomes and standards of living.
For farmers in the Pokri Dangra village in Samste Dzongkhag, a new track has brought more benefits than expected and significantly improved access to markets and services and reduced the cost of trading goods with other local communities.
Not long after her husband suddenly died in 2012, Kunti Rabi Das struggled to put three square meals on the table for her family of three. Kunti, a member of the minority ethnic dalit community and living in the remote Rajnagar upazila under the Moulvibazar district of Bangladesh, simply didn’t have the means to produce enough to live on. Moreover, her prospects for any work that could support her family were dim.
That was her predicament until a Union Parishad (or village administrative council) representative introduce her to the Performance Based Maintenance Contract, or PBMC, program. Under PBMC, Kunti cleans drains, fills pits, clears minor blockades and plants trees on roadways near her home. Working six days a week, she earns up to 4,500 Taka per month.
The program provides a cost-effective and time-saving approach to keeping Bangladesh’s rural roads in optimal riding condition during every season. At the same time, it improves the lives and livelihoods of the country’s poorest women, who are given priority among other contractors vying for the work, according to the World Bank’s women’s empowerment principles.
The inspiration for the experts’ visit came from the highest levels of the state government. Dr. Shrikant Baldi, the state’s additional chief secretary, had visited Korea to attend a global green growth conference sponsored by the World Bank. There he saw the real-life application of strategies that his government needed to take their own green growth agenda forward.