2008年-世界发展银行全球_West_Bank_and_Gaza___Palestinian_Trade_West_Bank_Routes_29页_422kb

报告摘要

Summary of the World Bank Report: Palestinian Trade - West Bank Routes

Core Content

This report by the World Bank, dated December 16, 2008, examines the challenges and implications of trade logistics in the West Bank and Gaza (WBG) with a focus on movement within the West Bank and access through Israel and Jordan. It highlights the economic and logistical constraints imposed by Israeli security policies and the impact on Palestinian enterprises.

Main Points

1. Trade Dependency and Economic Context

The WBG is a small, resource-poor economy with trade flows accounting for nearly 85% of GDP, of which 90% is with Israel.
Imports make up over 80% of total trade flows, while exports account for about 20%.
The Israeli economy has become more competitive, reducing the market for traditional Palestinian products and increasing trade restrictions.

2. Movement Inside the West Bank

The Israeli occupation has led to the creation of isolated cantons, significantly increasing transportation costs and limiting economies of scale.
Road blocks, closed areas, restricted roads, and growing settlements have fragmented the West Bank, increasing uncertainty and reducing trade volumes.
Internal trade has declined from 60% of enterprises making external sales in 2000 to less than 40% by 2006.

3. Impact of Movement Restrictions

The restrictions increase transport costs in three main ways:
- Direct costs: Higher labor and equipment costs.
- Indirect costs: Increased transaction costs due to delays at checkpoints.
- Utilization costs: Lower capacity utilization of the truck fleet leads to high fixed costs per kilometer.
Uncertainty caused by unannounced road closures and checkpoints prevents accurate planning and hampers international competitiveness.

4. Trade Routes

Palestinian enterprises have two main options to access the global market:

Through Israeli ports or airports: Currently the most used route, but security checks and delayed processing increase costs.
Across the Jordan River: The Allenby Bridge and Jordan ports (e.g., Aqaba) offer an alternative, but are constrained by operational inefficiencies and security requirements.

5. Commercial Crossings and the Separation Barrier

The Separation Barrier has introduced commercial crossings that require back-to-back transfers, increasing processing times and logistical complexity.
Despite GOI claims that these crossings would relax internal restrictions, the actual delays and increased costs have not improved.
Restricted working hours and lack of container handling further limit just-in-time shipping and international competitiveness.

6. Challenges with the Allenby Bridge

The Allenby Bridge is the only land exit for goods to Jordan, but it is slow, costly, and inefficient.
Back-to-back transfers and manual inspections lead to damage of goods and delays.
No cold storage facilities and exposure to weather during loading and unloading increase perishable goods risks.
Restricted hours (not open on Israeli holidays, weekends, or evenings) make it difficult to meet international delivery schedules.

7. Cost Analysis

Labor costs per kilometer are significantly higher due to delays and inefficiencies.
Fuel, tire, and maintenance costs are also higher in the West Bank than in Jordan.
Transport costs per kilometer are high across all routes, especially on the Ramallah-Jerusalem route, where travel times are four times longer under current conditions.

8. Recommendations for Improvement

Improve Allenby Bridge operations: Include sheltered areas for loading, larger scanners, and extended working hours.
Allow container use: This would improve efficiency and reduce damage.
Develop a secure logistics center on the West Bank side of the Allenby Bridge to reduce transfer times and increase competitiveness.
Enhance coordination between the Palestinian Authority (PA) and the Government of Israel (GOI) to improve crossing efficiency and reduce delays.
Limit the role of GACB to ensure it facilitates trade, not hinders it.
Implement a risk management system to allow trusted shippers to bypass extensive checks, similar to practices in other countries.

Key Information

Total truck fleet: 239 vehicles, ranging from 4 to 18 wheels.
Annual utilization: 6-wheel trucks average 44,000 km, 18-wheel trucks 37,600 km, compared to 100,000 km in Jordan.
Cost comparison: In Jordan, an 18-wheel truck costs $0.74 per km at 60,000 km/year utilization.
Current average processing time at crossings is 1 hour and 58 minutes, far exceeding the GOI target of 30–60 minutes.
Back-to-back transfer and security checks are major causes of delays and costs.
Trade with Israel is not viable for all goods due to cost and time inefficiencies.

Conclusion

The report emphasizes that current restrictions severely impact Palestinian trade logistics, leading to higher costs, reduced efficiency, and limited access to international markets. While alternative routes through Jordan are becoming more attractive, they are still constrained by the Allenby Bridge. To improve trade viability, logistical improvements, efficient border management, and policy reforms are necessary. The PA and GOI must work closely to ensure smooth and secure trade while reducing barriers and delays.