Connect with us

Economy

Airlines as Geopolitical Agents of Power

Published

on

Airlines are agents of geopolitical power. They are agents of geopolitical power, because they have the power to become the bridge between the core and peripheries of the world.

For example, in spite of the current civil strife in Mogadishu, Somalia, Turkish Airlines, during March, 2012, was the first and only internationally-acclaimed airline that began flying (via Khartoum at the time) to Somalia. Flying into Somalia, for Turkish Airlines, meant: We back Somalia. And let this flight herald our trust in Somalia and our Somali partners.

Geopolitically what does this mean? Since 2011 it was President (former prime-minister at the time) Recep Tayyip Erdogan that first visited Mogadishu (the highest non-African ranking official that Somalia has ever received after years of internal strife). Despite of the fact that Turkey initially began its bilateral relation with Somalia based on humanitarian aid, the Turco-Somali relationship would evolve into that of a political and commercial interest, particularly in Turkey’s interest of supporting vital infrastructure—i.e. ports—programs in Somalia by investing approximately over $500M. Yet, going back to the main topic of this article (airlines and geopolitics), what does it mean when an airline goes to another poorly served, connected country? It means one thing and one thing only: geopolitical trust (country stability) and geopolitical territorial linkage (exertion of state power from the airline’s country of origin. Think of Netherlands and Suriname).

Before studying and working in geopolitics and investment projects, I, myself, lived some kind of a hybrid life. Let’s say somewhere between business and aviation. From 2007—2011, I studied business administration at Embry-Riddle Aeronautical University (which actually has a huge military culture and values, and which also taught me, generally speaking, how many of my American colleagues in the military perceive the world), focused in the geographies of air transportation; in other words, commercial geographies and mobilities, combined with business administration critical thinking. Yet, throughout those years I became a pilot and even did an internship in Panama City, Panama, in Copa Airlines headquarters (Panama’s main airline).

Now, fast forwarding time, by combining both geopolitics and aviation studies, I have undoubtedly learned that airline routes are one of the prime indicators when a country’s socioeconomic status is improving, heading in the wrong direction, or a sign of the geopolitical influence one state exerts into another; airlines are the first geopolitical agents that have the power to suspend or completely terminate a destination, consequently, eliminating the bridge between one space and another, isolating an entire country, for example (e.g. Google: Yemen Sana’a airport).

Take for example Bangui, in the Central African Republic. What if I tell you that if you were to fly to the CAR, it is Air France (as the former—and still—colonial power) the only European airline that serves Bangui only once a week? What if I tell you that though Royal Air Maroc serves Bangui as well, it does so in the same degree—once a week—as Air France? And the same can be said for the relatively internationally known TAAG Angola airlines, which operates from Luanda. Regardless of how you look at it, if you were to fly to Bangui M’Poko International airport, in a trustworthy international airline (those that fly into Europe and the US are considered safe, trustworthy and high-standard airlines, because of both the FAA and EASA high-standard requirements on aircraft safety), most likely, you would have a really hard time in securing the correct flight schedule, price and, most importantly, the time and date you’d like to fly into the CAR. In the commercial aviation network and planning parlance, the CAR would be technically isolated. If Air France is the only European airline serving the CAR, can this mean that there are still some colonial, pastoralist-type of linkages? Or that an ex-colonial power controls the mobility and connectivity to its former colonies? I’ll let you be the judge of that question.

But, also, did you know that Air France has, from Europe, a complete monopoly on Cayenne, French Guiana, and to a certain extent to Papeete, French Polynesia? (Air Tahiti Nui—Air France’s only competitor—is supported by the French Government in the form of +$300M in subsidies, in spite of the fact that its main shareholder is the French Polynesian government, and though I am indeed generalizing, I am suspecting that the same French Government’s subsidies are the ones that are partially supporting Air Tahiti Nui vis-à-vis the Government in Tahiti). And, lastly, the same can be said about West Africa and the Sahel air travel network—until Turkish Airlines has come into play.

From a geopolitical point of view, Air France’s destination network is one of the most interesting to research as well as the rapid expansion of both Emirates and Turkish airlines’ networks (e.g. from Tajikistan to Eritrea). For example, Turkish airlines currently competes with Air France’s extensive West Africa network. Turkish airlines flies into the same cities were Air France’ airline empire once had a complete monopoly, including cities like Nouakchott (Mauritania), Niamey (Niger), Ouagadougou, (Burkina Faso), Conakry (Guinea), N’Djamena (Chad), and Libreville (Gabon). Therefore, as a result, one could generally conclude that Turkish Airlines is challenging many airline networks that aroused during colonial times (e.g. Turkish is challenging Aeroflot’s network in Central Asia; Air France and Brussels’s airlines West African network; and Turkish Airlines will eventually challenge US-based airlines hegemony in the Latin America-Europe-and-Asia controlled transit passengers market). Also, many of the gulf airlines (Etihad, Emirates, Qatar, particularly) have been gradually catching up by flying to cities like Buenos Aires and Sao Paulo, while continuing their expansion on US airspace (e.g. Emirates will fly into Orlando, Qatar is flying into Miami, Etihad is serving Los Angeles), which is why I am not surprised that many of the US legacy carriers’ CEOs are accusing the Gulf airlines from being heavily subsided, claiming unfair competition. Yet, I will leave that question to the legal experts.

What is the main lesson here? That airlines compete for power and influence as much as a state would.

An airline’s main geopolitical power is manifested as: 1) the power in controlling mobilities; 2) the power of transporting cargo, reducing the time, compared to shipping vessels and railway transportation; and 3) the power of being part of the propaganda and media machine of an hegemonic and/or rising power. For instance, in my country (Guatemala), which, unfortunately, due to high criminal violence and corruption, has been part of America’s illegal migration problem for a while. In spite of this migration problem, Guatemala is currently served by four US legacy airlines (Delta, American, United and Spirit), with 9 non-stop flights to United States, and with +50 frequencies of flights between America and Guatemala in a week. In turn, there are only five Latin American—and one European, Iberia—airlines legacy carriers that serve Guatemala, one of them is from Panama (Copa); three from Mexico (Aeromexico, Interjet and Volaris); and one is from Colombia (Avianca). Henceforth, and compared with the Latin American airlines, US-based carriers at least control 44% of the Guatemalan market; additionally controlling European and Asian mobility into Guatemala and the rest of Central America, except for Panama City—which is rapidly growing and served by major European legacy carriers (Iberia, KLM, Air-France, TAP, and Lufthansa this coming march 2016).

Last but not least, airline’s propaganda can dwell in our geographic imagination and induce our hearts and pockets. How? Well, they capture the essence of curiosity. The curiosity of traveling into their countries of origin. The curiosity of using them as linkages into another unknown, untraveled destination. The Curiosity of imagining what is life like in the airlines’ countries of origin. And, the curiosity of having the ‘experience’ of traveling with them. At least, from a Guatemalan standpoint, many of the US-legacy carriers advertise American hallmarks of touristic and geopolitical power, such as photos of the White House, the Statue of Liberty, the Golden Gate Bridge, and the giant Hollywood emblem in the hills of Los Angeles.

With that kind of propaganda, no wonder why many of my countrymen must imagine that as soon as you step in the US, your life will become great, suddenly change, and why not, you will be part of the American dream—and from a business and marketing standpoint, of course, that I congratulate the American airlines. They are making a fine job in serving and connecting Guatemala with the rest of the world.

Yes, airlines can provide many things for our self-esteem (the joy of looking forward to relax in a nice, sunny beach) and our egos (the joy of telling your family and friends that you will travel to a destination they are eager to go but can’t). But, the airlines are also part of the geopolitical architecture of a state’s power: connecting, uniting or burning the bridge between one space and another. The core and the periphery. The served and unserved.

So, my dear reader: are airlines agents of geopolitical power?

Continue Reading
Comments

Economy

Afreximbank Meets Ahead of Russia-Africa Summit

Kester Kenn Klomegah

Published

on

The African Export-Import Bank (Afreximbank) plans to hold its 26th annual meeting in Moscow on 18-22 June. A series of closed sessions will be held as part of the event including the meeting of Board of Directors of Afreximbank and a meeting of Shareholders of Afreximbank, as well as the open Russia-Africa Economic Conference.

The African Export-Import Bank, the Roscongress Foundation, the Ministry of Finance of the Russian Federation, and the Russian Export Centre are the key organizers of this event. The Afreximbank Annual Meetings is a high-level event, bringing together political and business leaders from across Africa to discuss the issues of trade, industrialization, export, and financial stability and efficacy.

Key themes planned for the economic conference are: State of Russia-Africa Relations: An Overview; Mining Industry: An Integrated Approach to the Fields Development; Prospects for Multilateralism in an Era of Protectionism; Railways Infrastructure as the Key Element for Development in Africa; South-South Trade: Path for Africa Integration into the Global Economy.

The other topics are Emerging Trends in Sovereign Reserves Management; Reflections on the Transformative Power of South-South Trade; Launch Afreximbank ETC Strategy; Cyber Solutions and Cyber Security for Solving Governmental and Municipals Tasks; Financing South-South Trade in Difficult Global Financing Conditions; The Future of South-South Trade and Infrastructure Financing.

Over 1,500 delegates are expected to attend the economic conference, including shareholders and bank partners, government representatives, members of the business community and media representatives. The conference will be a crucial stage in preparation for the full-scale Russia-Africa political summit and the accompanying economic forum, scheduled for October 2019 in Sochi.

“Russian and African countries are basically on the track of bilateral strategic partnership and alliance based on openness and trust. The fact that the Afreximbank Annual Meeting is to be held in our country gives a positive momentum for the mutually beneficial cooperation of the parties ahead of the full-scale Russia-Africa Political Summit that will take place in Sochi in October, and will add to the inclusive nature of the events,” emphasized Anton Kobyakov, Advisor to the President of Russian Federation.

Following the setup of the Organizing Committee for the Russia – Africa summit and other Russia–Africa events in Russia in 2019, Russian officials have described that this year truly as a year of Africa for Russia.

“We witness the clear growing interests from the both sides to establish the new level of relationships, which means a perfect timing to boost the economic agenda. All economic events planned for this year will become a platform to vocalize these ideas and draw a strong roadmap for the future,” Russian Export Center’s CEO, Andrei Slepnev, argued in an emailed interview with Buziness Africa.

In December 2017, Russian Export Center became a shareholder of Afreximbank. Russian Export Center is a specialized state development institution, created to provide any assistance, both financial and non-financial, for Russian exporters looking for widening their business abroad.

On March 19, the Organizing Committee on Russia-Africa held its first meeting in Moscow. President Vladimir Putin put forward the Russia-Africa initiative at the BRICS summit (Russia, Brazil, India, China, and South Africa) in Johannesburg in July 2018.

Continue Reading

Economy

The silent revolution

Published

on

Jamaica is well known for its beautiful beaches, Bob Marley, and reggae music. But what is less known is that the Caribbean island started a silent revolution after being one of the most indebted developing countries in the world. Jamaica has shown a macroeconomic turnaround that is quite extraordinary.

As Bob Marley said, “It takes a revolution to make a solution”. After decades of high debt and low growth Jamaica has changed its growth trajectory, with positive economic growth for 16 consecutive quarters and growth getting closer to two per cent.

During that period, the Jamaica Stock Exchange went up more than 380 per cent.The credit agency Fitch upgraded the island’s debt to B+ rating with a stable fiscal outlook, and unemployment hit eight per cent in January, the lowest in decades.

The Government had a wake-up call when its debt overhang peaked at almost 150 per cent of GDP in 2013. With the support of the International Monetary Fund, the World Bank and the Inter-American Development Bank, the country embarked on an ambitious reform programme. These efforts have paid off. Jamaica is now one of the few countries that has successfully cut public debt by the equivalent of half its gross domestic product in a short time frame.

The fiscal turnaround and economic transformation were possible because of the strong commitment across political parties over two competing administrations and electoral cycles. The country also critically benefited from a sustained social consensus for change and the strong backing of the private sector.

The country has generated primary fiscal surpluses of at least seven per cent of GDP for the last six years, and remains steadfast in its commitment to fiscal discipline. These fiscal results make Jamaica a top performer internationally.

For this silent revolution to continue and bring greater prosperity to all its people, Jamaica will need to further boost the investment climate, strengthen economic and climate resilience and invest more in its people to build human capital. These are necessary complements to the maintenance of a strong macroeconomic framework and would help boost economic growth and job creation. There are encouraging signs that Jamaica is taking action in these areas.

With regard to the business climate, the National Competitiveness Council has adopted a road map to fast-track reforms to improve the business environment. Jamaica features in the top 20 countries in the world for its comprehensive credit reporting systems and ranks among the best globally in the area of starting a business, according to the World Bank’s 2019 Doing Business report. It only takes two procedures and three days for an entrepreneur to start and formally operate a business.

There have been advancements on public-private partnership investments. For instance, the Norman Manley International Airport public-private partnership was recently completed with advisory support from the International Finance Corporation — the private sector arm of the World Bank Group.

Jamaica is also a front-runner among Caribbean countries in promoting climate and financial resilience in the face of natural disasters. The economic cost of these disasters for the Caribbean is substantial, exceeding US$22 billion between 1950 and 2016, compared with US$58 billion for similar disasters globally. One serious storm or natural disaster could set back the country’s growth prospects and development achievements of recent years. To tackle this, the Government has adopted a Public Financial Management Policy Framework for Natural Disaster Risk Financing to facilitate the availability of dedicated resources for recovery in the face of disaster risks.

In order to further support Jamaica in its efforts to strengthen the economy, build resilience, and support human capital development, the World Bank will expand its financing by US$140 million. This financing package will be for a series of two operations to help Jamaica be better prepared to mitigate the financial impact of natural disasters and build stronger infrastructure, and an additional project to strengthen social protection.

Despite unemployment at a new low, still too many young people are struggling to find a job. For Jamaica to continue to grow and prosper, it also needs to develop the skills for the workforce of tomorrow, especially in the areas of technology and digitalisation. This requires a sharp focus on creating the conditions for youths to strive and succeed in the modern business world and close cooperation with the private sector in this respect.

Today, more than ever before, young Jamaicans can dream of a brighter future where “every little thing is gonna be alright”. This is the generation that must aim higher and can write a new chapter for its country.

As we celebrate the 55th anniversary of the World Bank-Jamaica partnership, we look forward to working together to build on the success of the past few years and promote growth, jobs and resilience for Jamaica.

World Bank

Continue Reading

Economy

With or without sanctions, Iran needs to say goodbye to oil money

Published

on

Except Norway, almost all oil producing countries have made themselves more or less reliant on oil money.

Only oil producing countries with a small population, such as Kuwait and Qatar which is also a great gas exporter, have so been safe from fluctuations in the oil market. But, countries with large population, such as Iran, are prone to volatility in the oil market, let alone the mad sanctions introduced against the country.

There is no doubt that oil money has affected politics, economy, management system, culture, spending and consumption habits and many other issues in oil rich countries.

For example, Iran now has one of the cheapest energy prices in the world. This has led to an extravagant use of energy, especially an excessive use of private car, in the country.

Let’s make an example to clarify that oil money is not the road to progress and a vibrant economy. In the 1970s, Iran was more developed than South Korea, but now South Korea is much more successful than Iran in terms of economy and technology. South Korea does not have oil, but it has provided an opportunity for a competitive economy and capitalized on its talents.

It is true that the war imposed on Iran in the 1980s hindered Iran’s progress and inflicted about 1 trillion dollar in damages on the country, yet officials failed to take serious steps toward creating a competitive economic atmosphere with a focus on research and technology. The oil money has been the main blame for such an economic approach.

According to the successive five-year development plans which end on 2021, Iran had to reduce dependence on oil to a great extent, however, successive administrations, with varying degrees, did not fully act based on the development plan.

Iran is now subject to the toughest ever illegal sanctions by the Trump administration. Just on April 22, the United States ended sanctions waivers on Iran’s exports and announced it wants to zero out Iran’s oil exports by May 1.

Whether the Trump administration succeeds or not to implement its oil threats is an issue that we should wait and see, but it is necessary that Iran take a departure from oil export how much painful it will be.

Sorena Sattari, a graduate of Sharif University of Technology who serves as vice president for scientific affairs, told a meeting in Hamedan on Tuesday that sanctions have provided an opportunity that knowledge-based companies to intensify their efforts. Sattari also said plans have been drawn up to manufacture equipment and machinery that are subject to sanctions. 

Also, whether we like it or not, fossil fuels, especially crude oil, are losing their importance as renewable energy resources are gradually taking the center stage.

Saying goodbye to easily-gained oil revenues is a bitter pill that Iran should swallow. To do so, though very difficult under tough sanctions, officials need to find other sources of income.

They can invest on tourism as Iran is among the top countries in hosting touristic sites, establish an environment for a transparent competitive economy, close loopholes of corruption, involve competent persons in managerial posts, introduce a sound and workable tax system, end unnecessary subsidies, and more importantly prioritize research and development (R&D).

First published in our partner Tehran Times

Continue Reading

Latest

Trending

Copyright © 2019 Modern Diplomacy