Tag Archives: corridors

Open for business: what does investment look like on the ground?

Last week I was at the at the African Studies Association of the UK (ASA) conference in Birmingham. I was co-hosting, with my colleague Jeremy Lind (whose earlier blog this one draws from), a fantastic stream of five panels and 17 papers. Drawing on rich and recent empirical evidence from Kenya, Ethiopia, Tanzania and Somaliland, the discussions covered the emergence of investment corridors, investments in oil, minerals and renewable energy and the implications of the rush for land for the dynamics of circulation, accumulation and patterns of social differentiation. Listening to the presentations, I was struck by the potential lessons for Zimbabwe, as the country becomes ‘open for business’.

Across the drylands of eastern Africa, the past ten years have seen the spread of large-scale investments in infrastructure, resources and land. In the past these areas were insignificant to states in the region and large capital from beyond – at least compared to the region’s agrarian highlands and Indian Ocean coast. Yet, the recent rush to construct pipelines, roads, airports, wind farms, and plantations signals a new spatial politics that binds the pastoral margins ever closer to state power and global capital.

Being ‘open for business’ in order to develop infrastructure, resources, and towns as new industrial centres and markets is often seen very positively. State officials and donor agencies view these as part of generating growth; bringing the margins into the core of the national economy. Some see such investments as a precursor to peacebuilding of restive frontiers, ushering in stability through diversification and the creation of new livelihoods.

As Zimbabwe’s new government repeats the mantra of being ‘open for business’, seeking investment from any source is seen as an imperative in order to rescue the economy from the doldrums. The new cabinet is aimed to highlight technocratic competence, banishing the reputation of corrupt neglect. Certainly, President Mnangagwa’s choices have been widely hailed, and the appointment of Prof. Mthuli Ncube as finance minister was a smart move. His credentials and connections signal a new way of doing things. With a training in mathematical finance economics, a post at Oxford and experience with the private sector finance advice and the African Development Bank, he will be central to galvanising much-needed investment across all sectors.

But what investment will emerge? And who will it benefit? Certainly, Zimbabwe’s economy is still seen as high risk, so early investors may seek to strike a hard bargain, and safeguards, whether environmental or social, may get short shrift. As our ASA panels showed, large-scale investments have far-reaching consequences for the future directions of development. Many powerful actors are involved, from international corporations and financiers to states and local elites, but important questions are raised about who gains and who loses out, and whether such large-scale projects do indeed deliver poverty-reducing development as is often claimed.

Early debates on large-scale investments in eastern Africa’s pastoral areas turned on headline grabbing figures of the size of proposed projects, such as the $23 billion price tag for the Lamu Port South Sudan Ethiopia Transport Corridor project (LAPSSET), or the scale of proposed land deals for commercial agriculture, such as the 300,000 hectare land lease (since cancelled) to Indian Karuturi Global in Ethiopia’s Gambella Region.

A decade on, the large-scale investments have advanced in a more piecemeal way as challenges of implementation have mounted. LAPSSET’s grand modernist vision has not materialised in a sudden multi-billion dollar bang but rather emerged incrementally, such as through the completion of the Isiolo-Moyale highway and the recent opening of Isiolo’s airport. Mass expropriations to establish large-scale commercial farms have by-and-large not come to pass, as only a small part of an agreed area is actually farmed.

But the focus on ‘opening up’ the frontier through new infrastructure and investments in land and resources has had other consequences. Proposed infrastructure and investments have ignited intense competition for and revaluation of land as local elites, and other domestic and foreign investors, jostle to claim tracts of land. In and around Isiolo, which is being reimagined as an industrial centre and gateway to northern Kenya, proposed investments have set in motion an economy of anticipation as diverse actors rush to collectively and individually lay exclusive claims to land at the town’s edges. A similar dynamic plays out in Lokichar – the base of operations for nascent oil development in Kenya’s Turkana County – where fencing has multiplied around town as area residents race to claim plots to develop housing, shops and guest houses.

Development of oil, wind and geo-thermal reserves has fuelled other competitions around ‘local content’ – the industry term for procuring goods and services from local suppliers and workers. The footprint of these developments, and the arrival of workers and contractors from outside of local areas, sit uncomfortably with the reality of work opportunities that are thinly spread and temporary. Protests by residents and political leaders in south Turkana halted Kenya’s Early Oil Pilot Scheme in June barely days after it was launched to great fanfare by President Uhuru Kenyatta. Operations only resumed in late August after political concessions to address local demands for greater opportunities for work, contracts and tenders.

In this and other instances of protest, local elites have advanced their own interests by playing on the legitimate concerns of residents living adjacent to development sites concerning inclusion, rights and compensation. Various local interlocutors have positioned themselves as key liaisons between investors and communities in and around sites of operational activity, including political aspirants, ward and sub-county administrators, brokers, elders, seers, and young people. Local capital has been the greatest beneficiary of investments in oil in Turkana, or wind in Kenya’s Marsabit County. Wealthier local elites – many with connections in politics or who have worked for international relief or church organisations – have constructed rental housing, guesthouses, bars and restaurants.

Thus, while the impacts and influences of large-scale investments still unfold, the early signs can be seen. New territorialisations, local contestations and struggles, and enrichment of local elites are all part of an emerging picture. Some investments are proposed and never take off, but nevertheless reconfigure land use and local political and social relations.

As we heard in Birmingham, it’s a complex picture, and one that continues to unfold in a very fast-moving setting. Zimbabwe is only now dreaming of such investments, and state efforts will be energised to seek them out. However there are lessons to be learned from eastern Africa. Investments certainly transform, but there are always winners and losers. This is worth remembering as Zimbabwe opens its borders to all-comers with money to invest.

This post was written in part by Ian Scoones and this version first appeared on Zimbabweland. Thanks to Jeremy Lind for the original blog, and to all the presenters at the ‘Precarious Prospects’ stream of the ASA UK conference.

Photo credit (from Turkana, Kenya): Evans Otieno

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Roads, belts and corridors: what is happening along Africa’s eastern seaboard?

The main port at Nacala, Mozambique

The eastern seaboard of Africa from Kenya to Tanzania to Mozambique has become a major focus of attention. The ports – from Bagamoyo to Beira – are seen as the gateway to Africa, a place where great riches can be found. Such ports, and the road and rail links that connect them, are now being redeveloped at a frenzied pace. Much of this is about mineral export, but agriculture is part of the picture too, as a number of the new (or often revived) corridors are seen as ‘agricultural growth corridors’, a term on the lips of many ambitious planners and investors.

Eastern Africa’s ports are also vital staging posts in China’s massively ambitious ‘belt and road’ initiative to connect to the rest of the world. The maritime ‘roads’ across the India Ocean, connect to ‘belts’ that stretch across Asia to China, and through Africa and Europe. The Chinese vision, promoted enthusiastically by President Xi Jinping, is one of an interconnected world, supported by the best of Chinese infrastructure, providing new opportunities for profitable exchange and market-driven export-based development.

For the sceptics this is a replaying of colonial exploitation; imperial ambitions in a new age with new loci of commercial power. An interest in the eastern seaboard of Africa is of course not new. The ports, roads and rail links of played other roles in previous eras – from the slave trade to colonial extraction. For those with strategic geopolitical interests in the region, not least India who sees the Indian Ocean as important militarily and economically, recent developments have major implications.

 

A canon pointing out to sea at the Portuguese colonial slave fort on Ilha de Moçambique

The Nacala corridor: more than coal?

I recently spent a week in Nampula province in northern Mozambique. This is the location of the Nacala corridor, which stretches from the coal mining region of Tete through southern Malawi to the port of Nacala. The visit was part of a project, led in Mozambique by Euclides Gonçalves, on the political economy of agricultural growth corridors in eastern Africa. It is a small component of the new DFID-funded APRA programme, which has just produced its first Working Paper by Rebecca Smalley on this theme.

The Nacala corridor has been the subject of much controversy around the Prosavana project, a trilateral development cooperation project involving Brazil, Japan and Mozambique, discussed in earlier work on China and Brazil in African agriculture. In its early incarnations Prosavana was aiming to roll out massive agricultural investment projects along the corridor, focusing on Brazilian investment and expertise, replicating the much hailed success of the Cerrado in Brazil. These grand plans however unravelled through a combination of organised international opposition, collapsing commodity prices, the Brazilian political crisis and the plain fact that investing in large-scale agriculture in Africa is incredibly difficult, requiring very deep pockets given the risks.

Now things have moved on. The grand plans – at least in their original form – have been put on hold, but there is much happening below the radar. The rail line carrying coal from Tete is fully functional, as is the new port facility at Nacala. There is a new airport at Nacala and the road is in good shape. Land is cheap, good quality and relatively plentiful, and the processes for transfer of ‘DUATs’ from communities to investors is relatively straightforward, as long as some bureaucratic and consultation hoops are jumped through. Locally and nationally there is much political will supporting external investment from the Mozambican party-state, seen as a way of generating growth in a poor part of the country prone to supporting opposition groups. As a source of patronage and backhanders no doubt there are other incentives too.

The Vale coal rail line cutting across the rural Mozambican landscape

At one level the corridor to the new Nacala port facility, established on the other side of the bay to the original Nacala port, is only about exporting coal. Vale, the huge Brazilian conglomerate, has invested millions, now in partnership with Japanese investors. The rail line is increasing freight capacity, although local passengers have limited opportunities to use the railway and local villagers must wait ages for long trains to pass as the rail line cuts through their lands. Others are involved too. For example, Chinese construction companies are also involved in infrastructure development. With improved facilities in the original port, and the potential, as yet unrealised, for the railway to be used for more than coal and the odd passenger train, others are eyeing up the region too.

Agribusiness and development

From established agribusiness operations, such as Rift Valley Corp’s Matanuska banana operation near Manapo, to smaller, more prospective investors in agriculture from Brazil, South Africa, Portugal, India, Jordan, Canada the US and more, the corridor appears to be generating interest, although not at all as part of a coordinated grand plan. Such investments are often supported by international ‘aid’ funds that help to ‘de-risk’ investments or provide opportunities for cutting costs (such as the use of Brazilian tractors supplied through the More Food International programme; again the subject of earlier research being continued under APRA).

A Brazilian tractor in use on a new commercial farm

Local farmers may benefit too. Such operations generate employment opportunities, although the labour conditions are poor, and they may not benefit villagers in the immediate locality. Outgrower arrangements are often mooted as part of improving local relations, a model heavily promoted earlier by AgDevCo in the Beira corridor as part of a UK aid programme, but many fail because generating export quality, regular supplies in sufficient quantities is seriously tough. Local players are also jumping on the corridor bandwagon, with government officials and business people investing in land, and linking up with new external investors.

Who benefits? Political economy questions

It is a highly dynamic situation that the research is only now starting to examine. Corridor investments clearly provide much needed infrastructure in locations that have been marginalised, and remain extremely poor. But who will benefit? An extractivist regime that sees the corridor merely as transport route to export natural resources (in Nacala’s case coal) may see limited local benefits, as the rail line acts more like a ‘tunnel’ connecting mine to port, with little interaction with local people and economies along the way.

A more integrated corridor development may yet emerge, however, as the corridor becomes an attractor for economic activity that spreads out as a network, rather than an isolated, linear connector. For this to happen, as in the old ‘growth pole’ model, other economic activity has to be attracted, and the benefits of infrastructure development shared locally, and also more widely. In this case to the hinterlands of the eastern seaboard, across regions to the landlocked countries of Malawi and Zimbabwe, for example.

But, even if such wider activity happens, some will appropriate the spoils more than others. As in other areas where rapid economic transitions happen through land investments, there is plenty of room for speculation, patronage and deals that create new elites, excluding others. Political economy really matters, and in contrast to much existing research on growth corridors that focuses on the ‘business case’ and the sequencing of infrastructure, this is the emphasis of our research in Mozambique (Nacala/Beira), as well as Kenya (LAPSSET) and Tanzania (SAGCOT).

The longer history of corridors along eastern Africa is one of exploitation and extraction: from slaves to plantation crops to minerals. But how can contemporary investments – which I believe should not be naively rejected – be made to work for the majority, not just the few? This is the underlying challenge, and one our research hopes to investigate, engaging along the way with investors, local villagers and the brokers and intermediaries among state and non-state actors who can make a difference to the way corridor development pathways emerge.

This post was written by Ian Scoones and first appeared on Zimbabweland

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