2013年-世界发展银行全球_Border_Crossing_Monitoring_along_the_Northern_Corridor_60页_1mb

Summary of "Border Crossing Monitoring along the Northern Corridor"

Core Content

This document presents an analysis of border crossing performance along the Northern Corridor in East Africa, focusing on three key border posts: Malaba (Kenya-Uganda), Busia (Kenya-Uganda), and Gatuna/Katuna (Uganda-Rwanda). The study was conducted by the Sub-Saharan Africa Transport Policy Program (SSATP) in collaboration with the Transit and Transport Coordination Authority of the Northern Corridor (TTCA-NC), with the objective of establishing a baseline for border crossing times and assessing the impact of reforms introduced during the survey period.

Main Points

• Border Crossing as a Constraint: Border crossing times in East Africa have long been a major constraint on trade flows and regional integration. Delays increase transport costs, reduce trade competitiveness, and negatively impact the profitability of transport companies.

• SSATP and TTCA-NC Partnership: The SSATP, in partnership with TTCA-NC, initiated a survey to measure the performance of border crossings and to support policy development and capacity building for improved transport facilitation.

• OSBP Initiative: The One-Stop Border Post (OSBP) initiative aims to streamline border processes by integrating services and reducing the time spent on documentation. The EAC has committed to converting all major border posts into OSBPs to enhance trade facilitation.

• Survey Methodology: The survey was conducted from November 2011 to March 2012 and included data collection on crossing times, types of loads, and the role of different parties (border agencies, clearing agents, and truck drivers) in the process. It emphasized the importance of analyzing specific scenarios rather than averaging across all crossings.

• Key Reforms and Outcomes: Several reforms were implemented during the survey period, including mandatory pre-arrival declaration, extended customs hours to 24/7, and improved coordination between agencies. These soft measures significantly reduced crossing times, with Malaba border crossing times dropping from an average of 24 hours to less than 6 hours, and overall average times dropping from 24 hours to 4 hours.

• Impact of Reforms: The improvements in border crossing times have led to tangible benefits, such as increased number of roundtrips for transport companies and reduced inventory costs for traders. The estimated annual savings from these improvements could reach up to $70 million.

• Challenges Identified: Despite the improvements, challenges remain, including inconsistent implementation of procedures, the need for better coordination, and the necessity to adapt to new crossing patterns that no longer rely on long border stays for rest.

Key Information

• Malaba, Busia, and Gatuna/Katuna: These are the main and busiest border posts along the Northern Corridor, with over 600 truck crossings per day in the busiest direction at Malaba.

• Infrastructure vs. Soft Measures: The study highlights that while infrastructure improvements are important, soft measures such as policy coordination and process reforms have had a more immediate and significant impact on reducing delays.

• Methodology: The survey methodology was refined to focus on detailed scenarios rather than generalized averages, which allows for more accurate analysis and targeted improvements.

• Stakeholder Involvement: The survey was supported by various donors and institutions, including the World Bank, African Development Bank, TradeMark East Africa, and USAID. It also involved collaboration with logistics operators and border agencies.

Conclusion

The survey results demonstrate that the OSBP model, when properly implemented, can lead to substantial improvements in border crossing efficiency. These improvements not only enhance trade facilitation but also support the broader goals of regional integration and economic development. The findings emphasize the need for continued monitoring, stakeholder dialogue, and the refinement of methodologies to ensure the sustainability and effectiveness of border reform initiatives.

Figures and Tables

• Figure 1: Growth of transit traffic in Mombasa, KPA

• Figure 2: Overall monthly average crossing times for Malaba border

• Figure 3: Time spent on the exit side per border and direction

• Figure 4: Frequency distribution for outbound crossings at Malaba

• Figure 5: Frequency distribution for inbound crossings at Malaba

• Figure 6: Number of crossings surveyed per truck type

• Figure 7: Border crossing times outbound by side, comparison 2011 and 2012

• Figure 8: Average border crossing times inbound, comparison 2011 and 2012

• Figure 9: Average border crossing times outbound according to responsibility at Malaba

• Figure 10: Customs and other border agencies interventions

• Figure 11: Malaba inbound, crossing times by responsible party

• Figure 12: Average delays after completion of clearance at Malaba, outbound direction

• Figure 13: Monthly evolution of outbound border crossing times at Busia

• Figure 14: Frequency distribution of border crossing times at Busia, outbound

• Figure 15: Monthly evolution of inbound border crossing times at Busia

• Figure 16: Truck sample at Busia by type of load

• Figure 17: Border crossing times outbound according to side

• Figure 18: Average border crossing times outbound according to responsibility at Busia

• Figure 19: Delays before remittance of document to agent according to arrival time at Busia

• Figure 20: Border crossing times at Gatuna

• Figure 21: Truck types surveyed at Gatuna

• Figure 22: Gatuna outbound crossing times according to side of the border

• Figure 23: Gatuna inbound crossing times according to side and load

• Figure 24: Gatuna outbound crossing times by party concerned

• Table 1: OSBP program for East Africa

• Table 2: Number of truck crossings per month over the survey period

• Table 3: Trade types surveyed at Gatuna for containerized crossings outbound

References

• The findings, interpretations, and conclusions expressed in this document are those of the authors and do not necessarily reflect the views of the SSATP or its partners.
• The document is part of the SSATP's broader efforts to support regional integration and transport policy development in Africa.