No Place for Women: India’s Female-unfriendly Cities8 min read.
Rising rape cases in Indian cities have sparked women’s movements that are claiming public spaces for themselves and defying a culture that says that a woman’s place is in the home. RASNA WARAH examines how gender-sensitive urban planning and design can deter potential rapists.
The gruesome rape and murder of a 26-year-old vet in the Indian city of Hyderabad has once again highlighted the issues of women’s safety in urban areas and the rape culture that allows these kinds of heinous acts to take place. The woman was gang-raped by four men who approached her on the pretext of fixing a flat tyre on her scooter. When they had finished raping her, they doused her body with petrol and set it alight. Her charred body was found in a highway underpass.
Women’s rights activists have once again taken to the streets as they did in 2012 when another brutal gang rape led to the death of a female student in New Delhi. The rape of Jyoti Singh, the paramedic student who was repeatedly tortured and thrown out of a moving bus by her tormentors, galvanised India. Vigils and protest marches were held in her name. “Nirbhaya” (Fearless) – the name that was given to her as she struggled to stay alive in hospital – remains a symbol of women’s resistance in the face of misogyny.
But seven years after that horrific incident, rape statistics in India remain as high as ever; about one hundred women and girls are raped in India every single day. Most of the perpetrators never face justice.
In Jyoti Singh’s case, the trial of the perpetrators was fast-tracked because of the public outcry, and stricter laws were passed to deter rapists. The immense shame suffered by the families of the accused even caused one of the rapists to commit suicide while in prison. But that case has clearly had little impact on the Indian male psyche, which is apparently wired to view every woman as a potential target for rape and other forms of violence. This in a country where female Hindu goddesses like Durga, Kali, and Saraswati are worshipped.
However, like all organised religions, Hinduism has a contradictory view of women. The Madonna-Whore dichotomy, which worships “pure, virginal” women, on the one hand, and diminishes those considered “impure”, on the other, is very much prevalent. Hindu mythology is rife with stories of women being “punished” for disobeying their male family members or for straying out of the home.
In the epic Ramayana, Sita, the wife of Lord Ram who is revered for her self-sacrifice and purity, is abducted by the demon Ravan after she crosses an invisible line outside her dwelling, thus breaking a promise she made to her brother-in-law Lakshman to not venture outside her homestead. (The message is clear: women leave their homes at their peril, and like Eve who ate an apple in the Garden of Eden despite having been warned against it, there is a price women have to pay for disobeying an order.) Sita’s kidnapping and eventual return to her husband’s kingdom (where she undergoes a trial by fire – agni pariksha – to prove her chastity) is one of the central themes surrounding the Hindu festival of Diwali.
The rape and murder of Jyoti Singh led to a lot of soul-searching, particularly among India’s elite and middle classes, who have tended to view violence against women as a problem mainly afflicting the lower uneducated classes. Soutik Biswas, the BBC’s Delhi correspondent, was among those who viewed gender-based violence as being common among the less privileged sections of the population, particularly in northern India, a region which he said harbours “a stiflingly patriarchal social mindset”.
He also blamed Delhi’s “deracinated generation of migrants” and a “broken justice system” for the rising incidence of rapes in the capital city. Biswas was referring to the hordes of unskilled migrants moving to New Delhi from neighbouring – largely agricultural – states, such as Haryana, where “honour killings” are known to take place.
What Biswas failed to recognise is that domestic violence is prevalent even among the rich and that this form of violence remains hidden because women are made to believe that a family’s honour will be damaged if a woman speaks about the violence she endures at the hands of her husband or another family member. However, thankfully, more and more women in India are now speaking more openly about the physical abuse they suffer at home – but this has not deterred men from inflicting the violence.
Statistics show that nearly 40 per cent of Indian women have experienced some form of domestic violence. Many of these women are middle class professionals, such as journalist Nita Bhalla, who recounted her own abuse at the hands of her husband in an article published on BBC News. Bhalla said that Indians’ high tolerance for violence against women makes it difficult for victims to get justice. “When he pulled my hair and kicked me as I lay on the pavement, there was a deafening silence from my neighbours who heard my screams but were reluctant to intervene,” she wrote.
Bhalla says that modern educated women are particularly threatening to Indian males, who lash out at these women because of their own insecurities. Men’s loss of power and control over women has made professional women particularly vulnerable, especially in male-dominated work environments and in public spaces. Sexual harassment and rape are men’s responses to this loss of power and control.
I also see a direct correlation between Indian men’s consumption of pornography and the rising cases of rape in India. According to Pornhub’s own data, Indians are the largest consumers of online pornography after the United States, the United Kingdom and Canada (in that order). Pornography desensitises men and boys and makes them believe that violence against women, including rape, is normal and even a secret fantasy that women harbour.
A sense of entitlement
In highly patriarchal societies, men tend to view women as their personal property. This sense of entitlement fosters the commodification of women and girls. Girls are viewed as an economic burden whose only value lies in their labour and in their ability to produce sons. That is why the burning of brides for dowry was until recently fairly common in India, as was female infanticide.
Men’s loss of power and control over women has made professional women particularly vulnerable, especially in male-dominated work environments and in public spaces
Some say that Bollywood’s portrayal of women as sex objects has only made things worse for Indian women. It is hard to find strong female characters who are economically independent and not dependent on male approval. While some films have tackled the issue of rape, and female directors are making more women-centric films, the commercially successful movies tend to be those that revolve around a male protagonist, with the female protagonist relegated to the role of “love interest”.
Narendra Modi’s India has not made Indian women safer either. On the contrary, it could be argued that the right-wing exclusionary politics espoused by Modi has made life for minorities, including women, more difficult. Modi has not vociferously condemned the killing of Muslims in India by Hindu fanatics so, despite having a large female following, it is unlikely that he will take a strong stand against violence against women. Right-wing groups tend to be hostile to women’s and minorities’ rights, and so we can expect little in terms of progressive, gender-friendly policies from his government.
The rape and murder of the vet in Hyderabad last month is not just a tragedy for the victim’s family but is also deeply embarrassing for the Indian government, which has superpower ambitions. Economic growth and liberalisation may have lifted millions out of poverty, but they have clearly not had a significant impact on the status of women in Indian society. This needs to change. A society may be economically successful, but its success will be meaningless if half of its population lives in fear.
Pornography desensitises men and boys and makes them believe that violence against women, including rape, is normal and even a secret fantasy that women harbour
Economic success has also not assured the safety of women in countries such as Kenya, South Africa and the United States – where incidences of rape are particularly high. In recent years, there have also been increasing cases of Kenyan men murdering women who have rebuffed their sexual advances. Young university students are particularly vulnerable. The alarming rise in the number of such cases has led a group of Kenyan women to document these cases, lest we forget. But documentation is not enough. The long and complicated legal process, and a woman-unfriendly police force, have made prosecution cumbersome. Poorly-lit streets and female-unfriendly public transport also make urban living for women particularly harrowing.
Claiming public spaces
Since Jyoti Singh’s death, women’s movements that are claiming public spaces have sprung up in India. In Mumbai a group of women have formed the “Why Loiter” movement, which encourages women to just “loiter” in public spaces after dark – in effect to claim spaces that have been denied them by a culture that says a woman’s place is in the home. The movement’s advocates argue that, in fact, the home is the most dangerous place for women who experience domestic violence at the hands of their own family members. They also say that by claiming public spaces, they are asserting their right to the city and defying those who want to see women’s mobility curtailed.
While it is difficult to completely stamp out misogyny in highly patriarchal societies such as India, many urban planners are coming to the realisation that gender-sensitive urban planning and design can deter potential rapists and sexual harassers. There is now increasing awareness of the fact that violence – or the threat of it – has severely hindered women’s movement in cities in most parts of the world. Impractical zoning laws, inflexible public transport routes, lack of childcare facilities and poorly-lit public spaces have made cities dangerous places for women.
According to studies done by the United Nations Human Settlements Programme (UN-Habitat) and NGOs working towards women’s safety in public spaces, there are four main reasons why women experience cities as hostile environments. First, zoning laws are woman-unfriendly and do not recognise that women need to balance their income-earning and domestic activities. If zoning laws allowed women to work from or near their homes, women would not spend so much time commuting and would also be able to take care of their families while earning an income. Second, lack of services, such as childcare at work, further limits women’s economic and public life. Third, poor infrastructure, particularly insufficient lighting on streets and in public spaces like bus stops and train stations makes walking at night a challenging prospect for women. Lack of clean and safe public toilets also impedes women’s and girls’ mobility. Fourth, public transport itineraries that are not sensitive to women’s needs – not having enough stops on a route for instance – means women have to walk longer distances to get to their destination.
We may not be able to change the mindset of men who rape, but there are certain things cities can do to make them safer for women. One way is to keep men away from women through segregation. “Ladies’ compartments” – women-only carriages on long-distance trains and suburban commuter trains – are common across India. Women prefer to use these services because they significantly reduce the chances of sexual harassment – a phenomenon locally known as “eve teasing”, which is rampant across India. (Women and girls using buses in Indian cities regularly report being groped by male passengers.)
In response to the epidemic of sexual violence on city streets, a group of women developed an app that allows users to rate their streets for safety using criteria such as lighting, people density, security and transport. In short, Indian women are taking charge of their public spaces by sharing information that can keep them safe.
Impractical zoning laws, inflexible public transport routes, lack of childcare facilities and poorly-lit public spaces have made cities dangerous places for women
In one village in the state of Uttar Pradesh, women have formed a “gang” that punishes men who beat their wives or behave badly. The Green Gang – named after the green saris that gang members wear – represents a rising wave of women taking the law into their own hands in the face of poor policing and lack of law enforcement.
The challenge in cities is to encourage urban planners to design spaces that are women-friendly. As Anne Michaud, President of Femmes et Villes in Canada put it, a woman-friendly city not only has social benefits, but economic benefits as well. “If women feel safe, they will go out at night, they will patronize the theatre, the movie houses, the business establishments,” she stated. All this means that more money will circulate within the economy.
Smart urban planners would do well to ensure that women participate in the 24-hour urban economy without fear of being molested or raped. Who would want to live in a city where there is a constant fear of one’s wife or daughter being attacked?
I am a 100 per cent sure that if cities were woman-friendly, urban living would be a joyful and productive experience for every city resident, including men. Using public spaces without fear should not be a male privilege; it should be a woman’s right.
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How Bureaucracy Is Locking Kenya Out of Transshipment Business
But for the bureaucracy bedevilling Kenya’s shipping sector, Indian Ocean Island nations could look to Lamu for transhipment while Mombasa has the capacity to attract major shipping lines in order to tap into this emerging business.
The transshipment business, which involves the handling of cargo for other ports, is now an area of keen focus for many ports the world over. However, administrative bottlenecks created by the Kenya Revenue Authority (KRA) have stymied Kenya’s transshipment business even as the Mombasa and Lamu ports face increasing competition from the other regional ports that are modernizing their operations even as new ones emerge.
But the tide is set to change if the new Managing Director of Kenya Ports Authority (KPA) Captain William Ruto makes real his promise to confront the issues that have made it difficult for the port to tap into an emerging business line that has led to the growth of other successful ports.
Ruto has indicated that he will impress upon the KRA to simplify their procedures by adopting industry standards practiced elsewhere—such as at the Tangier Med port in Morocco, where 85 per cent of the cargo handled is for other ports, translating to 7.17 million Twenty-Foot Equivalent Units (TEUs).
In an ideal situation, according to the new MD, the KRA is only supposed to approve the ship manifests once the shipping lines lodges them online, which in not the case in Kenya where the KPA is required to physically handle the transshipment containers that are landed at the ports. According to global standards, however, shipping lines, are only required to give notification of the ships that will carry the transshipment containers from the ports to the final destination. Simplified procedures have seen ports such as Singapore and Salalah in Oman handle over 90 per cent of their cargo as transshipment.
The port of Mombasa handled 1.43 million TEUs in 2021 compared with 1.35 million TEUs handled in the same period in 2020, representing an increase of 75,986 TEUs or 5.6 per cent. However, the KPA’s transshipment traffic was at an abysmal level, recording only 220,489 TEUs in 2021, a slight increase compared to the 175,827 TEUs recorded in 2020.
Lamu Port has the potential to become the biggest competitor to Salalah Port in Oman and the Port of Durban in South Africa in the transshipment business. Mombasa is also better placed than Durban to handle transshipments from Europe, China, and Singapore, all major world exporting countries; smaller vessels can be used to move cargo from the port of Mombasa to others on the Southern African coast.
Lamu Port could attract transshipment cargo for Tanzania, Mombasa, Somalia, and the Indian Oceans Islands of Comoros, Madagascar, Seychelles, and South Africa.
Although the KPA has striven to market Mombasa as a transshipment hub, reforms to tap into the business have been painstakingly slow even though the increased infrastructure at the port of Mombasa—dredging of the channel, rehabilitation of the berths, and the construction of the second container terminal—has increased the potential of the Mombasa port to handle more transshipment cargo.
Over seven years ago, a joint task force of the KPA and the KRA created a working template to increase the transshipment volume after collecting views from all the stakeholders involved in this trade and recommended a major transformation that, once fully implemented, would have seen more shipping lines find Mombasa port attractive for transshipment cargo.
In 2015, the joint task force visited three ports in Europe, Asia, and Africa that were close to Mombasa in size—and which have recorded significant growth in transshipment—to gather guiding lessons for the Mombasa port transshipment initiative. The selected ports were Tangier Med in MorrocoMorocco, Colombo in Sri Lanka, and Malta’s Freeport.
According to the team’s report, one of the major factors for the success of these ports is the manner in which they have simplified the processing of transshipment cargo, a vital lesson that Kenya, which has been associated with lengthy processes, could embrace. When the team visited the three ports iIn 2015, the transshipment process in Malta took less than 24 hours to approve, Colombo and Tangier Med both took less than 12 hours, whereas at the port of Mombasa it took 8 to 10 days.
“The shipping business is a complex affair that rides on predictable trends,” said Captain Ruto, a member of the delegation.
In all the ports visited, the transshipment business has been simplified through the use of Electronic Data Interchange (EDI) for faster clearance and approvals. Shipping lines in the three ports are only required to lodge manifests with customs for approval whereas in Kenya nine steps are involved, causing delays, with the ships earmarked to deliver cargo departing without loading the containers.
“The shipping business is a complex affair that rides on predictable trends.”
Delaying a ship is very costly and the daily average additional vessel operating costs incurred by shipping lines can range between US$20,000 and US$35,000 depending on vessel size, a demonstration of how crucial it is for lines to save time in the shipping industry.
Kenya has made significant strides following the fact-finding mission to the three ports. Vessel processing at Mombasa port went paperless when the Single Maritime Window System went live in June 2021, allowing shipping lines to lodge documents online and thus significantly improving clearing and turnaround times.
KenTrade, which runs the online cargo clearing system, worked with the Kenya Maritime Authority (KMA) to implement the system that facilitates ship clearance procedures by providing a single online portal for the sharing of information on the arrival, stay and departure of ships between the shipping lines/agents and the approving government agencies involved.
Since 8 April 2019, it is a mandatory requirement for national governments to introduce electronic information exchange between ships and ports. The objective is to make cross-border trade simpler and the logistics chain more efficient for the over 10 billion tons of goods that are traded by sea annually across the globe.
The requirement is part of a package of amendments in the revised Annex to the International Maritime Organization’s Convention on Facilitation of International Maritime Traffic (FAL Convention) adopted in 2016. It is intended to reduce or eliminate the manual, decentralized, duplicated, and unnecessarily lengthy processes in the maritime sector, which are affecting ships’ turnaround times and increasing costs at the port of Mombasa.
The FAL Convention recommends the use of the “single window” concept whereby the agencies and authorities involved exchange data via a single point of contact.
Another advantage of Mombasa as a transshipment hub is its capacity to attract major shipping lines. There are over 20 shipping lines currently using the port at Mombasa, the majority of which handle containers.
But what should concern Kenya most is the growing competition that is coming with the development of other regional ports and the emergencemergencee of new ones. Tanzania is inching closer to realizing several plans and strategies that have been initiated over the years to enhance its potential as a maritime country.
There are over 20 shipping lines currently using the port at Mombasa, the majority of which handle containers.
The country has direct access to the Indian Ocean, with a long coastline of about 1,424km at the centre of the east coast of Africa. It has the potential to become the least-cost trade and logistics facilitation hub of the Great Lakes region.
There is the planned expansion and modernization of Dar es Salaam port under the Dar es Salaam Maritime Gateway Project (DMGP). The DMGP will increase Dar es Salaam port’s capacity from the current 15 million metric tonnes annually to 28 million tonnes.
The improvement of maritime hard infrastructure has gone hand in hand with the overhauling of the soft infrastructure. The Tanzanian government has already introduced electronic systems that have made cargo processing and clearing easier. These systems include the electronic single window, which has reduced paperwork and has also removed the need to physically visit multiple government agencies and regulatory bodies to lodge documents as all this can be done digitally through the Tanzania Customs Integrated System (Tancis).
In May 2016, global port mega-operator DP World agreed to develop Berbera Port in Somaliland and manage the facility for 30 years, a move that is set to make it the most modern port in the Horn of Africa. Ethiopia has acquired a 19 per cent stake in the project, the other partners being DP World, with a 51 per cent share, and Somaliland with a 30 per cent share. The total investment of the two-phased project will reach US$442 million. DP World will also create an economic free zone in the surrounding area, targeting a range of companies in sectors from logistics to manufacturing, and a road-based economic corridor connecting Berbera with Ethiopia.
Port Berbera is now the closest sea route to landlocked Ethiopia, a journey of 11 hours by road. It has opened the route needed for growth in the import and export of livestock and agricultural produce.
Djibouti has undertaken significant developments in all its ports. The Djibouti International Free Trade Zone (DIFTZ) was officially inaugurated in July 2018. The initial phase, a 240-hectare zone, is the result of a US$370 million investment and consists of three functional blocks located close to all of Djibouti’s major ports.
The project has also created major business opportunities for Djibouti and East Africa as the region’s export manufacturing and processing capacity is expanded in key sectors such as food, automotive parts, textiles and packaging.
The Djibouti ports of Doraleh Multipurpose, Ghoubet and Tadjourah have all been completed in recent years. Doraleh Port is particularly strategically located, connecting Asia, Africa, and Europe. It can handle two and six million tonnes of cargo a year at its bulk terminal and breakbulk terminal, respectively.
Port Berbera is now the closest sea route to landlocked Ethiopia, a journey of 11 hours by road.
Another key milestone for the Djibouti ports is the standard gauge railway (SGR). A 750-kilometer SGR line connecting Addis Ababa with the ports in Djibouti has been constructed, cutting a three-day journey down to 12 hours.
Djibouti has also received global attention due to its strategic location. Virtually, all of the sea trade between Asia and Europe passes through the Red Sea on its way to or from the Suez Canal. As a result, Gulf and Middle Eastern powers, China, the United States, and France have developed great interest in this route and the country today hosts 5 military bases.
Having made significant gains in automating cargo clearing procedures and also expanded the port of Mombasa by constructing a second container terminal and a new port in Lamu, there is great need for the KRA to work with the other industry players to simplify transhipment cargo procedures. The capacity of Lamu Port—which is ideal for transhipment cargo owing to its deeper channel that can receive bigger vessels—has been under-utilised. In spite of its strategic location as a transshipment hub, the port has received less than 20 vessels since the three berths were commissioned in May 2021.
The Perfect Tax: Land Value Taxation and the Housing Crisis in Kenya
The Kenyan government has proposed a compulsory housing levy from workers salaries to support contractors to build affordable homes for the working class. As incomes are squeezed and living standards collapse, Ambreena Manji and Jill Cottrell Ghai argue that the case for asking workers to bear the cost of housing development has not been made.
The proposal in section 76 of Kenya’s Finance Bill 2023 to amend the Employment Act 2007 so that employers will compulsorily deduct 3% from workers’ salaries and send that, plus a further 3% contributed by the employer, to the National Housing Development Fund has met with widespread consternation.
The levy is expected to raise around £460 million a year for the National Housing Corporation that administers the fund. Following legal action, earlier proposals for a housing levy under the previous regime had been made voluntary and set at a lower rate of 1.5%. Now, the 3% levy will begin with civil servants before being extended to other parts of the formal and non-formal sectors.
The money will be used both to support developers and building contractors to build 200,000 affordable units and to subsidise mortgages for low- and middle-income households who would be offered an interest rate of 7%, half the market rate. By some calculations, affected employees’ net monthly salaries will be cut by about 52% when all statutory deductions including tax, the National Health Insurance Fund and the National Social Security Fund, as well as this new deduction, are taken into account.
Trade unions have spoken out against the levy, arguing that a variation in employment law cannot be imposed without consultations. The Kenya Constitution of 2010, Article 118, says that Parliament must facilitate public participation in its legislative work.
According to the 2022 Kenya Economic Survey, there were 2,907,300 employed in the formal sector and an annual rate of affordable home construction by the national government of around 500 units a year. It is not clear under the Constitution that the national government has this responsibility, as opposed to the devolved government at county level.
Kenya’s skewed land ownership
Whilst there is manifestly a need to address Kenya’s dire shortage of affordable homes, it is important to diagnose fully the reasons for this. Land shortages and the high costs of building materials are important causes as Steve Biko Wafula has argued. Kenya’s skewed land ownership is attributable to long-term land grabbing, going back to the colonial period. Importantly, one constitutional provision designed to address this – which calls for the development of minimum and maximum land ceiling laws – has been studiously ignored, especially the setting of a maximum holding. The housing levy will not address this problem: it cannot increase the supply of land for housing.
The levy is designed to encourage developers to enter the affordable housing market by offering them lower land and construction costs and providing tax exemptions, as well as guaranteeing contracts with the government. However, Wafula has also pointed out that the administration of the housing fund is not clear because it relies ‘on a complex system of collection, allocation, and disbursement of funds that could be prone to errors, delays, and fraud’.
Moreover, Kenyans have seen funds such as the National Housing Development Fund used as a revenue kitty. The 2005 Ndung’u report on Illegal and Irregular Allocation of Public Land detailed how state corporations were in effect forced into buying grabbed land, as ‘captive buyers of land from politically connected allottees’. The primary state corporation targeted to purchase land was the Kenyan workers’ pension scheme, the National Social Security Fund (NSSF). It spent Ksh30 billion (£175 million) between 1990 and 1995 on the purchase of illegally acquired property.
At a time when the government is desperate to increase its resources through raising taxes, Kenyans are also understandably suspicious that some of this money, at least, will end up in general government coffers rather than in the fund for which it is statutorily earmarked – other than that which ends up in party or private pockets, of course.
Whilst some prospective home-owners may be lured by the offer of lower interest rates and longer repayment plans, the proposed fund is also being seen as an unwelcome compulsory saving scheme. Funding can be drawn down after seven years or at retirement whichever is the sooner. But with standards of living being severely squeezed by inflation and with longstanding constraints on wages, as well as existing deductions which yield little benefit, many households will struggle to take a further cut to their take home pay.
Indeed, government workers were not paid their salaries earlier this year due to cash flow problems caused by the country’s mounting debt. It is ironic then that the proposal is in effect asking Kenyans formally to agree to defer a portion of their wages. Furthermore, because contributions are payable from income that has already been taxed and are taxed again when the funds are drawn down, workers are exposed to double taxation.
Workers are being asked to stake their long-term security on the success of a housing fund about which many have unanswered questions. If the promised housing materialises, how can we be sure that it will not be developers and landlords who benefit rather than the intended beneficiaries? There are real prospects that the housing units will be taken up by landlords and that Kenyan workers – having already accepted lower wages because of the housing levy deduction – could still find they have to pay high rents to access housing. What guarantees will there be that the housing will not be financialised in such a way as to put the notion of housing – as shelter and personal security – at grave risk?
Building on Serap Saritas Oran’s work on the financialisation of pensions in Turkey which theorises pensions from a political economy perspective and argues that pensions are fundamental to working class standards of living, we can see how the housing levy proposal similarly financialises a right to housing. Housing is a critical factor in social reproduction, that is, in how life is maintained and labour power reproduced. Turning housing from what Oran calls ‘a social right’ into an individualised personal investment, the levy creates opportunities for speculation and extraction. In this schema, there is a real risk that some who should be the beneficiaries of affordable housing will find that because of interest rates or the accrual of high rent arrears, they in fact become debtors.
We recognise that providing affordable housing is an important goal but we believe other, much fairer ways of raising much needed revenue for housing should be considered.
Might the time have come to have a well-informed national conversation about Land Value Taxation? Given Kenya’s worsening gini coefficient which demonstrates how skewed the country’s wealth is, why should workers bear the brunt of the government’s house building programme?
Land Value Taxation is a progressive tax which ensures that the tax burden is instead borne by landowners who can well afford it. Because land ownership generally correlates with wealth and income, it is much fairer to require those already advantaged to fund the needs of those who do not yet have homes.
Land Value Capture should also be considered. This taxation can be used for example if a road is built or other infrastructure such as a park is improved, causing a rise in the value of neighbouring properties. The principle is that these property owners should share some of their unearned gain with the public.
Elsewhere in the world, funds raised in this way have been used to build lower-cost housing. In addition, the money raised could also be used to fund ongoing operational costs such as maintenance of local roads, schools, and parks. Wouldn’t that be a fair and – given the infrastructure boom of recent years which has bestowed windfall gains on many property owners – very effective way to tackle the shortfall in affordable housing?
A raid on wages
Speaking on Kenya’s NTV news channel Mercy Nabwire, Kenya Medical Pharmacy and Dentistry Practitioners Union National Treasurer, recently described the proposed housing levy as ‘a raid on workers’ wages.’ The economy is in bad shape and public services are threadbare, but the case for asking workers to bear the cost of righting this – especially when their incomes are squeezed and their standard of living plummeting – has not been made. Still less the case for compelling them to surrender their already precarious wages for some nebulous future promise.
This article was first published by ROAPE.
America’s Failure in Africa
It is evident that only an investment of this type – in capital, in human resources and in qualified training – can allow the United States to leave a real mark of progress in Africa, following a counterpoint strategy to that of China.
Gone are the days when Melania Trump traveled to Africa in tropical colonial clothes, showing the complete lack of interest of the United States, led by her husband, in the continent. Since then, official American policy has changed significantly.
Africa is, once again, a continent disputed by the great powers. This dispute results from the new race for raw materials and markets, the search for influence in the world chess, namely African votes in the United Nations, and also the presentation of a social laboratory to show the world which recipe for prosperity works best. : the developmental authoritarian Asian or the liberal western.
All of this, in the context of the new competitive dispute with China, led the United States to once again focus its attention on Africa and place it at the forefront of its foreign policy priorities.
In recent months, American initiatives related to Africa and the trips of high dignitaries have been constant. Vice President Kamala Harris, Secretary of the Treasury Janet Yellen, First Lady Jill Biden, to mention just the most important recent trips (Harris, March 2023; Yellen, January 2023; Biden , February 2023). Only Joe Biden’s tour is missing to culminate this high-level political-diplomatic offensive.
However, the impression that remains from these trips is that, apart from beautiful speeches, splendid photographic opportunities and some circumstantial financial support, they add nothing to the resolution of African problems and, above all, they do not diminish the supposed Chinese influence, nor do they oppose it.
The problem is in the model adopted by the Americans. It is a model that is not very interactive and does not address African structural problems. Essentially, US leaders distribute smiles and marketing, warn of the Chinese danger, announce small foreign aid and refer the big questions to the International Monetary Fund (IMF), talking with greater or lesser intensity about good governance. Janet Yellen’s visit to Zambia was emblematic of this failure. When Hichilema was elected, he became a sort of poster boy for American good intentions.
However, what is certain is that Zambia has a serious foreign debt problem and has defaulted, finding itself in an endless labyrinth between China and the IMF, which ends up greatly harming the population. It is not enough to say that China is to blame and order the IMF to move forward, which in turn makes everything depend on agreements with China, which is waiting for the country to agree with the other creditors, getting into a tailspin – prolonged pong.
This kind of attitude will only lead to the US being criticized for talking but doing nothing.
The truth is that China’s entry into Africa from the 2000s onwards was not due to any historical relationship, practically irrelevant, but to a void, a void left by the West. Now, it is this void that persists, despite the new rhetoric and the countless initiatives, trips and forums held in the American capital or in Europe.
Africa does not need economists with their Harvard and MIT textbooks, which apply recipes from developed market economies unable to serve African populations and leading to their impoverishment. The manual to be applied must be the previous one, that of the very creation and structuring of economies and markets. Bringing consultants, economists, managers and people of intentions ashore doesn’t help – it only complicates things.
Obviously, to be successful, the North American perspective has to be different, resembling what was done in Europe after the Second World War (1939-1945). In other words, launching their money helicopters over Africa, while creating domestic markets on the continent.
Very simply put, the US will only compete with the Chinese in Africa if it replaces them, if it spends money. Arriving in Africa empty-handed or with promises of future private investment, which may or may not materialize, is no use.
Strictly speaking, if they really want to help Africa, the Americans should start by swapping the Chinese debt, that is, lending financial funds to African governments at lower interest rates and higher maturities, so that governments pay China. In this way it would certainly be possible to introduce competition into the African debt market and remove the monopoly from China.
In the same vein is the financial support for structural projects on the continent, from the massification of electricity and basic sanitation to digitization.
It is clear that the American people may disagree with this option and politicians may not want to embrace it, but the only realistic path is this and not another — this is how the US has gained influence in the past.
Furthermore, in addition to real capital, Africa needs specialists: not economists or consultants, which are in abundance, but professionals in essential areas, such as doctors, nurses, engineers, IT professionals, teachers, etc.
It is necessary to recover the initial spirit of the Peace Corps, idealized by President Kennedy, and massively send to Africa “men and women from the United States qualified for service abroad and available to serve, if necessary under difficult conditions, to help people in areas that help countries meet their needs” (Peace Corps Goals).
Finally, good governance should not focus on the constitutional apparatus, but on something simpler and more fundamental: public administration.
What is essential is to prepare public administrations in African countries to function efficiently and effectively, even if governments do not meet their objectives. Shifting the focus of good governance from the executive to the administration is a structuring element of any functioning society, overcoming disagreements and fears of political interference.
It is evident that only an investment of this type – in capital, in human resources and in qualified training – can allow the United States to leave a real mark of progress in Africa, following a counterpoint strategy to that of China. Otherwise, good intentions will be just that: good intentions without results.
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