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State of Nyanza’s Infrastructure and a citizen’s approach on the need to improvement

I have been out of the country for ten years since 1996, during the month of December 2005, I had a glimpse and experience of Kenya's infrastructure strengths, shortcomings and needs at a range of reaching variety of destinations. Although my concerns have largely been defined by the interaction of the transport dimensions of air via JKIA which is in a horrible and pathetic state, it has become patently clear that the frequent injunction to seek integrated planning and development must move from theory to practice if we are to achieve any of the socio-economic goals by 2007.

Kenya is not unique in the general challenges it faces. One of these is the need to integrate across sectors such as energy, communications, sanitation, construction and transport. Another is the need to integrate planning across and between sectors or spheres of government administration and responsibility without stifling one or the other. In this process it is imperative that we not only allow but indeed encourage local communities to voice their opinions loudly; opinions that must range from expressions of wants and needs, to criticisms of how we develop and implement plans and proposals. The instruments of implementation must be subject to the same democratic motivation and responsibility as the planning processes themselves. In a nutshell, development for development's sake, or in the worst-case scenario, development for interests other than those of communities, political cliques and the search for a better life for all must be avoided at all costs.

I would go further to suggest that infrastructure development in particular is not a socially neutral activity: what we plan, how we plan, where we plan, and how we implement those plans will have far-reaching effects on local communities that we cannot ignore. And so, in the quest for a developmental state approach to infrastructure implementation we must not be dazzled by the brilliance of plans if they do not reflect the legitimate desires of ordinary people.

Fortunately, we are not at the moment of inventing the wheel all over again when it comes to discussions of infrastructure development in our country. At the macro level, we are guided and assisted by the vision and programmes of action of the UN Millenium Development Goals, and more recently by the assessments of progress, or the lack thereof, towards achieving these goals by similar funding organizations.

The importance of improving, upgrading and expanding transport infrastructure and services is key to success. But we need to pay attention to "enhancing the access of rural and remote areas to markets, inputs and social services." Critically, the country should be committed to the principles of good governance in all its aspects, from procurement, Constituency development funds CDF’s through resource mobilization and the effective management of activities, regulation, and provision of affordable services.

I believe that we can meet a range of practical steps by 2007 before we decide what way to go forward. These include the need to halve the proportion of people in rural areas who live beyond 2km from an all-season mode of transport; to cut in half the difference in transport costs within Kenya as compared to the rest of the developed world; to provide safe and reliable transport to learners and school kids in rural and urban areas; affordable access for all households everywhere to access to health and medical facilities; to ensure adequate access in times of natural disaster or emergencies. We need to halve the number of road accident fatalities; radically improve environmental sustainability, secure an end to road unworthy vehicles; to dismantle physical and no-physical transport barriers to shorten journey times, and enhance confortability; to place axle load limits and harmonise technical standards ; actively promote gender as an integral component of all transport policies and programmes; and to ensure compliance with and adherence to all international conventions on safety, security and trade facilitation. We should also be committed to a sustainable healthy environment, when the transport sector should cease to be an agent for spreading HIV/AIDS.

A moment's reflection on the above list of tasks should reveal that Kenya is well placed to meet most if not quite all within the set timeframes should the current Government continues or if another one takes charge until the year 2012. We often we talk frequently about Kenya almost as if it is a monolithic unit. But let us not forget that when our Lancaster Constitutional Assembly discussed the thorny question of provincial powers, responsibilities and, critically, boundaries and territorial subdivisions within provinces, it did so in the shadow of uneven colonial development and the glare of huge disparities in our own country that are more easily discerned as the differences and divisions between our first colonial and second de-colonial economies.

In order to do so, more discussions will focus on a number of critical questions too that will influence our practical conclusions one way or another. Let me suggest just a few examples.

Does wealth create roads, or in this case infrastructure; or do roads actually create wealth instead? Although this is something of a "what came first, the chicken or the egg?" type of question, it is pertinent because it requires us to reflect on the role that infrastructure such as roads, play in the development agenda and programme of communities at large, and in so doing to find sustainable solutions to the challenges that we face as a country in developing and maintaining our infrastructure. To make sure, to summarise, that we don't become dazzled by the brilliance of our plans as I outlined earlier.

It has become a truism that infrastructure is vital for the achievement of economic growth and social development objectives of any country. This view is now supported by organizations like the World Bank, [in its World Development Report: Infrastructure for Development, for example] and it has reaffirmed that there is a strong association between the availability of certain infrastructure - telecommunications, power, paved roads, and access to safe water - and per capita GDP.

Looking around Kenya, and for those living with their eyes open, know that it does not take a college degree to notice the clear link between remoteness of communities and high levels of poverty, including access to basic infrastructure. It also seems clear that not only is inadequate infrastructure a major barrier to growth and poverty reduction but infrastructure development in itself is necessary for growth and development. The challenge of remoteness of communities puts a further cost pressure in the provision of infrastructure and service delivery. But, and this is an important but, the question then becomes, what is the most appropriate form of infrastructure development that is needed to overcome the internal barriers to a better life for all our people? Similar questions must be asked, too, of how the urban poor and marginalized must be integrated with the urban privileged and those who do have access to resources.

There are a number of issues here too that fellow citizens must keep in mind. There are at least two which in many ways are two sides of the same coin. The one relates to the costs of doing business in our country in general; and the other, frequently ignored by those who should know better, relates to the social costs of living and impediments to human development for ordinary people.

Inadequate and inappropriate provision of infrastructure contributes negatively to the social development and economic growth of a country by lowering the competitiveness of the country because of high transport and transaction costs. We all know that the competitiveness of a country, a region or sub-region is one of the indicators for investors when they make their investment decisions.

The provision of infrastructure encourages investment, allows for wider movement of people and goods, better flow of information and investments and facilitates the diversification in the economy. The existence of adequate rural infrastructure is a requirement for successful rural and agricultural development. But again the question of appropriate investment must be raised. Just two rhetorical questions: whilst a highway that shortens the traveling time between major centers may do wonders for businesses in those centers, what about the smaller towns and villages that are now by-passed? Or, if a major irrigation scheme i.e. in northern Kenya is designed to boost the export of agricultural products but results in the displacement of people, how are the supposed statistical benefits translated into improvements in peoples' daily lives?

A number of challenges arise from a consideration of these issues, and most of these require more active interventions than we have done till now.

One of the ways to overcome the problems is to go beyond the promotion of integrated infrastructure planning to the actual conduct of integrated infrastructure planning. In reality we should not be posing this as a proposal, but should in fact be reflecting on how well we have done ever since we have been advocating integration at this level. But the difficulties we face at all levels of administration and particularly at a local level cannot simply be wished away. I am sure the world bank, IMF or our own cabinet will agree on a practical way forward to improve spatial planning of the regional and local economies, to address the outcomes of skewed policies of the past on human settlements, the challenge of urban sprawl of the past decade as well as appropriate investment informed by growth potential of our space economy. We must recognize that much local unhappiness that sometimes spills into frustrated anger most of the time is the result not of mischief but of an all-too-human rebellion against deprivation and poverty. We, Kenyans in the diaspora and at home have been there, we know the symptoms, we cannot sidestep our own responsibilities in this regard.

This cabinet should no doubt also address very local and regional issues such as how to incorporate the experience of, for example, the Ahero rice scheme, sugarcane industry which has been experiencing negative growth rates, due to mismanagement and mischief, within the country’s's macro plan to achieve positive growth rates. As we are all aware, targeting of infrastructure provision during the life of the agriculture is usually for the sustenance of agricultural activity with very limited connectivity to surrounding towns or deliberate planning to meet the needs of the poor. With the closure, access becomes expensive and unsustainable posing a challenge for the municipalities as to how continue providing water, sanitation and electricity without the economic ability of the population to pay or the local authority to maintain the infrastructure.

Another related challenge is with regards to forward planning and the design of major infrastructure programmes. Requisite planning times for economic infrastructure often require at longer times of lead-time before such projects can be implemented. If the cabinet, in the infrastructure sector in particular, do not plan for expansion, the country will not realize the kind of sustainable growth that will support the realization of sustainable livelihoods for our people.

I believe that part of the answers for some of these questions are in the development of spatial development plans for the national, provincial and municipal space economy. Such plans are critical in isolating and targeting interventions that will allow the province and its regions/district to develop in areas where they have competitive advantage whilst ensuring that the necessary complementarities are built for comprehensive service delivery.

The meaningful empowerment of our communities, small businesses and emerging contractors must remain part of our strategies as well. Labour intensive construction methods work well and must not be restricted to the public works department alone. Skills-training is necessary in ensuring that our people are gainfully employed during the construction phase of projects and are also provided with skills that improve their marketability post-project participation

Infrastructure investment on its own is not sufficient to generate sustained increases in economic growth. The demand for infrastructure services is itself sensitive to economic growth, which is notoriously difficult to predict. The efficiency with which infrastructure services are provided is also a key to realizing potential returns. Overcoming these challenges is therefore a must if infrastructure is to play a critical role in social and economic growth.

Finally if we change the trend to viewing Kenya as our whole country by developing its infrastructure, we shall have developed the bigger country rather than micro-tribal centers. Imagine United States of America with New York much developed than all other 49 states, would all of us from other countries like Kenya be cherishing to live in it like we do now? The beauty of a country and the sustainability of any country’s economy lies within the scope of Infrastructure. Let’s build our beloved country Kenya, Mr. President, the cabinet and all the officers in charge. Hear the people’s cry for a change.

Inyalo oro twak kod weche manyien ne: Mig. Ajos wuod Atiga
  WuonAbila@jaluo.com

GALAMORO : Riwruok mar JOLUO e Piny Ngima, orwaku uduto mondo ubed e kanyakla mar burani. Ornwa nyingi gi nondi kaka obedo. Riwruok e teko joka Nyanam. 

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