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Niger's infrastructure : a continental perspective (Английский)

Between 2000 and 2005 infrastructure made a net contribution of less than a third of a percentage point to the improved per capita growth performance of Niger, one of the lowest contributions in Sub-Saharan Africa. Raising the country's infrastructure endowment to that of the region’s middle-income countries could boost annual growth in Niger by about 4.5 percentage points. Niger has made significant progress in some areas of its infrastructure, including water and telecommunications. But the country still faces a number of important infrastructure challenges, the most pressing of which is probably in the water and sanitation sector, as 82 percent of Nigeriens still practice open defecation, the highest in the continent. Niger also faces significant challenges in the power sector, as only 8 percent of the population is electrified. Niger currently spends about $225 million per year on infrastructure, leaving an annual funding gap of $460 million even after savings from curing inefficiencies are taken into account. Niger can close that gap by tapping alternative sources of financing or by adopting lower-cost technologies. There is plenty of room for private-sector participation in Niger's infrastructure sectors, and the adoption of lower-cost technologies could reduce the funding gap by almost half.

Подробная Информация

  • Автор

    Dominguez Torres,Carolina, Foster,Vivien

  • Дата подготовки документа

    2011/06/01

  • Тип документа

    Рабочий документ в рамках исследования вопросов политики

  • Номер отчета

    WPS5698

  • Том

    1

  • Total Volume(s)

    1

  • Страна

    Нигер,

  • Регион

    Африка,

  • Дата раскрытия информации

    2011/06/01

  • Disclosure Status

    Disclosed

  • Название документа

    Niger's infrastructure : a continental perspective

  • Ключевые слова

    water supply and sanitation sector;Enhanced Integrated Framework;average for sub-saharan africa;information and communication technology;Internal rate of return;alternative sources of financing;annual per capita income;impact on poverty reduction;access to ict;high price of fuel;maintenance of road network;average annual daily traffic;cost of power production;per capita growth rate;short period of time;air transport market;vehicles per day;total agricultural production;road user charge;cost of import;road network density;civil aviation law;number of seats;trips per month;global best practice;urban water demand;total water use;area of infrastructure;power transmission line;power and water;means of transport;purchasing power parity;high fertility rate;means of transportation;demand for water;renewable water resource;containers per hour;standard of living;adequate road access;births per woman;source of financing;rapid population growth;regional public goods;trade and transportation;national power utility;lack of infrastructure;air transport sector;access to sanitation;gross domestic product;air traffic control;efficiency of transport;movement of good;urban water sector;small-scale irrigation system;allocating water right;technical control agencies;scale of production;scale production;volume of traffic;lack of resource;geographic information system;road maintenance funding;funding gap;irrigation potential;fuel levy;infrastructure sector;agricultural sector;irrigated area;landlocked country;Learning and Innovation Credit;infrastructure spending;coastal countries;open defecation;road sector;infrastructure challenge;arable land;rural area;poverty incidence;freight tariff;infrastructure constraints;generation capacity;border crossing;passenger traffic;road transport;capital expenditure;road condition;hidden cost;road indicator;irrigation sector;Population Density;infrastructure network;road corridor;moving goods;significant challenge;Capital Investments;infrastructure service;enterprise survey;infrastructure endowment;Water Management;cultivated area;baseline scenario;express carriers;average yield;dwell time;cargo vessel;land area;rural accessibility;traffic level;International Trade;international airport;rural transportation infrastructure;agricultural potential;inefficient operation;power supply;market power;operational indicator;inland transport;fuel price;agriculture production;Irrigated Agriculture;customs broker;water cost;irrigation investment;investment expenditure;irrigation area;audit source;mobile service;efficient market;market concentration;rural population;import good;freight forwarder;increased competition;jet fuel;high share;safety audit;national population;international market;paved road;mobile penetration;open access;investment target;rail system;financial flow;labor productivity;soil quality;high tariff;comparator country;road engineering;operational efficiency;routine maintenance;capital spending;rehabilitation costs;canal maintenance;annual operation;administrative fee;domestic consumption;legal procedure;investment cost;container terminal;rural livelihood;net exporter;development policy;agricultural value;customs authority;financing constraint;potential contribution;main road;poor infrastructure;secondary airport;unpaved road;business indicator;investment need;red tape;productivity gap;gross enrollment;mobile market;general merchandise;life expectancy;water connection;composite measure;control tower;surface water;fiscal cost;safety condition;air fleet;government spending;methodological issue;infrastructure needs;franc zone;internet markets;road infrastructure;infrastructure maintenance;demographic characteristic;transport carriers;industrial sector;administrative procedure;regulatory process;international standard;cross-border flow;administrative requirement;sanitation indicators;transport facilitation;international travel;spatial analysis;export volume;import volume;capital good;safety oversight

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