FOR far too long the people of Guyana’s hinterland and riverine communities have paid an economic penalty for no other reason than where they live.
The coast has relatively cheap basic foods which by the time they reach remote communities are very expensive with transport costs adding heavily to the household expenses.
Therefore, the government’s recent commitments in the Moruca sub-region address a problem that extends beyond infrastructure.
They speak directly to equity, economic inclusion and the long-standing need to ensure that national development leads to real benefits for communities outside the coastland.
President Dr Mohamed Irfaan Ali’s admission that residents of Moruca are paying “far above” market prices for chicken, beef and other essential food items is an important recognition of the realities facing hinterland families.
Transportation costs are not just a logistical problem, but a major factor in the cost of living and, therefore, inequality between coastal and remote communities.
A dedicated cargo launch operating between Charity and Moruca could provide welcome relief if it proves successful in lowering freight charges and establishing a more reliable supply chain for food and other essential items.
The proposal is particularly important as the venture is to be managed by a consortium of young people, with the backing of the Guyana Development Bank.
This model can marry entrepreneurship with public service. A commercially viable business with a social responsibility to the communities it serves could create jobs, strengthen local ownership and reduce the reliance on expensive and irregular transportation arrangements.
But the initiative needs clear operating standards, transparent financing and mechanisms to ensure that lower freight costs are passed on in consumer prices.
But transportation alone will not solve the problem of high food prices. The president is right when he says the most sustainable way to reduce the cost of food is to boost agricultural production in the Moruca sub-region.
When food is grown closer to where it is eaten, communities are less vulnerable to rising fuel costs, transportation disruptions and supply shortages.
Local production can also create jobs, stimulate small businesses and keep more economic activity in the region.
The challenge will be to turn broad commitments into practical support for farmers to increase production.
This includes access to land, drainage and irrigation systems, machinery, storage facilities, technical assistance, finance and reliable markets.
Investments in poultry, livestock, crop production, hydroponics and other forms of agriculture should be driven by the needs and environmental conditions of the region, not a one-size-fits-all approach.
It is also worth noting, the government’s expressed disappointment with the aviation sector. Investments in aviation should mean better connectivity and affordable transportation for people in the hinterland.
Where increased investment has not led to equivalent reductions in the cost of transporting food and other essential supplies, the existing arrangements need to be examined more closely.
The question is not whether to allow private operators reasonable returns. It’s more whether the benefits of public investment are being delivered to the communities those investments are meant to serve.
The government should therefore work with the aviation stakeholders to find practical ways to cut freight costs and improve service reliability, especially for essential goods.
The broader set of infrastructure commitments announced for Region One also signals a more cohesive development approach.
Two new generators that will give 24-hour electricity in the Moruca sub-region could change living conditions while helping businesses, agro-processing, education, healthcare and other services.
Electricity is no longer a luxury to depend on. It is a basic requirement for economic development.
Reliable power can assist farmers and entrepreneurs with refrigeration, food preservation, processing and the use of modern equipment. For households it can improve access to information, communication and essential services.
Likewise, the proposed road to Kwebanna should not be seen as merely a transport project. Roads can link communities, cut travel times and increase access to schools, health facilities and markets.
But perhaps the greatest value of the proposed investment will be the economic opportunities that can be developed along the corridor.
A bigger recognition that infrastructure should be a platform for development is the government’s willingness to explore possibilities of housing, agriculture, poultry farming, hydroponics and other enterprises. A road should not only move people and goods. It should also help create jobs, encourage investment and expand opportunities for residents.
Equally important are the proposed upgrades to landings at Charity and Kumaka and the dredging and maintenance over time of critical waterways such as the 99 Turn Creek.
In riverine communities, waterways often serve as the equivalent of highways. When creeks become hard to navigate or landings become crowded and insufficient, commerce, public services and daily life are affected.
The recommendation that local contractors be involved in longer-term maintenance arrangements may also bring greater stability and increased local participation in development. But these contracts should also come with appropriate oversight and performance indicators to ensure waterways are kept navigable and taxpayer dollars are spent wisely.
The proposed interventions collectively show an appreciation of the interconnected nature of the challenges confronting hinterland communities. Affordable food requires reliable transport, and more local production. Economic growth requires roads, power, landings and waterways. Better infrastructure has to be accompanied by opportunities for jobs, entrepreneurship and community-led development.
The government’s promises are therefore heartening, but the ultimate test will be delivery. The cargo launch has to work, the cost of freight has to come down, agricultural production has to go up, electricity has to be more reliable and the road to Kwebanna has to be built.
The development of the hinterland cannot be measured by the number of projects announced or contracts awarded alone. The real test will be whether families are paying less for essentials, whether young people are getting sustainable jobs, whether farmers are able to increase production, and whether communities are seeing a real improvement in quality of life.
Region One’s development should not be considered as an extension of the coastland model. Solutions must be appropriate to the realities of riverine travel, scattered settlements, local economic potential and the distinctive needs of Indigenous and hinterland communities.
The government has set out an ambitious path for Moruca and the region at large. When the proposed investments are managed well, transparently and are linked to significant economic opportunities, they could help close the cost-of-living gap and bring hinterland communities more fully into Guyana’s national development.