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Tuna tatizo.......

Discussion in 'Jukwaa la Siasa' started by Adili, Mar 31, 2012.

  1. A

    Adili JF-Expert Member

    #1
    Mar 31, 2012
    Joined: Nov 3, 2007
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    Kenya wana jirani watatu wanaohitaji bandari ya Mombasa
    Tanzania ina jirani sita wanaohitaji bandari zetu (Mtwara - Dar - Tanga)

    Soma hii na utafakari............

    [h=1]Only a world-class port will turn Mombasa into a world class city[/h] [​IMG]
    By WOLFGANG FENGLER
    Posted Friday, March 30 2012 at 18:12

    Suppose all of Kenya’s borders suddenly closed. Goods and people could no longer enter or exit the country through the port of Mombasa, Jomo Kenyatta International Airport or roadways.
    Quickly the lack of fuel brings economic activity — and daily life — to a standstill. Tea and flowers rot in warehouses, and hotels shut their doors for lack of visitors.
    Now imagine a situation where Kenya is trading with the whole world, producing world class products and enriching its citizens:
    consumers can enjoy cheaper products, and exporters exploit expanded opportunities. Given the choice, which scenario would you pick?
    A more open Kenya is indeed possible. According to the “Growth Commission”, there have been some 15 economies over the last 50 years which managed to grow at the rate of seven per cent, and sustained that growth for more than 15 years.
    In doing so, they were able to move vast numbers of their citizens out of poverty. These countries have few things in common, including that they have embraced the world economy.
    Openness to trade encouraged international firms to invest and over time, local firms caught up and eventually became world leaders, such as India’s Tata.
    But in order to trade goods, you need efficient ports. Today, Asia is home to the top nine ports in the world.
    The most active ports worldwide are Shanghai and Singapore, with an annual throughput of more than 30 million containers.
    Rotterdam is the only non-Asian port in the top 10, but at a large distance, with some 12 million containers.
    No-one would have predicted such a scenario 20 years ago. Is there any reason why Africa could not follow suit?
    Mombasa would be a natural candidate, but there’s a whole lot of catching up to do. Ironically, it is congested despite the small annual volume of 770,800 containers it handles.
    Here are some startling statistics to illustrate the magnitude of the challenge. The volume of goods Mombasa achieves in a year, Shanghai and Singapore handle in about a week.
    To import a container from Singapore, your goods would spend 19 days on the sea (over 7,500 kilometres), but they would need 20 more days just to make it from Mombasa, by road, to Nairobi.
    In addition, bringing a container from Tokyo to Mombasa would cost you less than bringing it from Mombasa to Kampala.
    Last week a World Bank team visited the port of Mombasa and a number of companies there. Their stories reflect Kenya’s export challenges.
    Take AVA (Associated Vehicle Assembly), one of Kenya’s first car assembly plants.
    AVA could be a prime candidate for international investment to scale-up Kenya’s nascent automotive industry.
    The reality is bleakly different. High labour costs, expensive and unreliable energy, and delays at the port of Mombasa, have constrained the growth of the company.
    AVA had to close down operations earlier this month for three weeks because components for Mitsubishis and Toyotas were delayed at the port for four full weeks.
    The case of AVA provides an important lesson for any growth strategy: While the world is becoming globally integrated, many products are becoming “vertically disintegrated”.
    Today, few products are being produced in just one place. Instead, subcomponents are manufactured in different locations, and shipped and assembled elsewhere.
    To be integrated in that dense web of trade relations, Kenya needs to be able to import and export goods, in a fast and predictable way.
    In the past, it seems that Kenyan policymakers had their eyes on the wrong prize.
    The below optimal performance of the port of Mombasa is being felt beyond Kenya’s borders, but improving and expanding its operations should not be at the detriment of the population on Kenya’s coast.
    There are no easy solutions. Improving the performance of the port would require a concerted effort by a large number of players, beyond the Kenya Ports Authority.
    For example, enhanced management at the port will not bear fruit, if off-take through the road and rail networks doesn’t improve as well.
    Yet there are encouraging prospects for change. The dredging of the port is in its final stages and the construction of new terminals is in full swing.
    Larger ships will be able to dock cutting shipment costs. A state-of the art integrated security system and new IT-based tracking being installed, will also enhance the performance and reputation of the port.
    These are steps in the right direction but the pace needs to pick up.
    Only with a world-class port, can Mombasa become a world-class city, benefiting all of Kenya and East Africa. Does it sound like a dream? Not so.
    Not so long ago, Shanghai, Singapore and Dubai were poor, sleepy, low-performing coastal cities. Look where they are today.
    Wolfgang Fengler is the Lead Economist for the World Bank in Kenya. His blogs can be found in https://blogs.worldbank.org/africacan/team/wolfgang-fengler. Follow Wolfgang Fengler on Twitter: www.twitter.com/ @wolfgangfengler
     
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