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Addis Ababa Summit Puts BRICS Alternatives and Africa–Asia Trade at Center of Economic DebateBy our staff reporter

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As developing nations increasingly reassess their reliance on traditional Western financial frameworks, a high-level summit in Addis Ababa placed both the BRICS bloc and Africa–Asia trade relations at the heart of discussions on the continent’s economic future.

Held on the margins of the February summit of the African Union, the gathering brought together policymakers, business leaders and development experts to examine alternatives to Western-led financial models and explore new trade partnerships. The event was co-organized by the UN Sustainable Development Solutions Network and the Pan-African Chamber of Commerce and Industry.

Participants argued that the “conditionalities” attached to Western financial institutions—often centered on sharp tax increases, fiscal austerity and rapid market liberalization—have become increasingly unsustainable. Critics at the summit said such measures have frequently failed to generate inclusive growth in vulnerable economies, instead contributing to rising debt burdens and constrained industrial expansion.

Kebour Ghenna, Executive Director of the Pan-African Chamber of Commerce and Industry, noted that Africa has long operated under a “let the market decide” philosophy promoted by Western institutions. While deregulation and fiscal tightening were intended to spur efficiency and growth, he argued that the results have often fallen short of expectations for fragile economies.

In contrast, the emerging BRICS model was presented as an alternative approach that prioritizes infrastructure development, technology transfer, national sovereignty and South–South cooperation. Many participants described it as more closely aligned with Africa’s long-term development aspirations, though they acknowledged that the bloc’s financial architecture remains a work in progress.

Jeffrey D. Sachs, professor at Columbia University and president of the UN Sustainable Development Solutions Network, struck an optimistic tone. “Africa’s era of rapid growth has arrived,” he said, outlining what he described as the continent’s next development phase.

According to Sachs, that future will rest on three pillars: the African Continental Free Trade Area, a large-scale shift to renewable energy, and expanded investment in science and education. If fully implemented, he argued, the African Union’s strategy—anchored in solar power, quality education and integrated continental trade—could position Africa as a key driver of global sustainable development.

The session examined how deeper commercial engagement with China and South Asian economies could accelerate industrialization, infrastructure development and technology transfer across Africa, particularly as global supply chains undergo significant reconfiguration.

Sachs encouraged African businesses to expand trade and investment ties with Asian partners, describing South–South cooperation as an increasingly important complement to Africa’s broader global trade strategy.

However, speakers stressed that diversification must be accompanied by strategic negotiation. Kebour underscored that trade agreements with Asian economies should be built on fairness, reciprocity and value addition. He cautioned against arrangements that risk reinforcing raw material dependency or locking African economies into unequal terms.

“Africa’s engagement with Asia must be anchored in industrial development and equitable partnership,” he said, emphasizing that expanded trade should strengthen local enterprises, boost manufacturing capacity and align with the objectives of the African Continental Free Trade Area.

Data presented during the broader summit underscored the scale of the challenge. Despite the promise of continental integration, intra-African trade currently stands at just 15 percent—far below levels recorded in Europe or Asia. Participants agreed that deepening regional value chains and strengthening industrial linkages remain urgent priorities.

As the meetings concluded, a common theme emerged: while new partnerships—whether through BRICS or expanded Africa–Asia trade—offer significant opportunities, sustainable transformation must ultimately be driven from within the continent. Without structural economic reform, private-sector revitalization and decisive action to address energy shortages through green technology, speakers warned, shifts in global financial alignments alone will not deliver lasting prosperity.

Animal Product Prices Surge as Meat and Dairy Costs Jump Over 14% in a Month

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Ethiopian households are facing renewed pressure as the cost of essential animal products surged sharply between December 2025 and January 2026, offsetting modest relief seen in other food categories.

The January 2026 Joint Market Monitoring Initiative (JMMI) report shows that meat and dairy prices rose between 14 percent and 20 percent within a single month, placing additional strain on family budgets already stretched by inflation and market disruptions.

According to the report, the national median cost of the Minimum Expenditure Basket (MEB) for a six-person household declined by 1 percent, largely due to seasonal harvests that pushed down vegetable prices. Onion prices fell by 25 percent, while tomatoes dropped by 20 percent, offering short-term relief for consumers.

However, the drop in vegetable prices was outweighed by steep increases in protein-rich foods, which are essential for a balanced household diet.

Nationally, cow milk prices surged by 20 percent, while raw fish prices also climbed by 20 percent. Goat meat increased by 14 percent, and egg prices rose by 5 percent over the same period.

“Contrary to the overall decline in food prices, most meat and animal products showed price increases during the specified period,” the report stated.

The data suggests that while seasonal supply improvements have stabilized crop prices, animal-product supply chains remain under significant strain.

The impact of rising prices has not been uniform across the country. While Tigray and Amhara experienced slight declines in overall consumer basket costs due to harvest-related supply improvements, other regions recorded notable inflation.

Benishangul-Gumuz registered the highest monthly price increase at 11 percent, followed by Somali at 9 percent and Oromia at 6 percent. These increases are linked to weak market functionality, with 52 percent of markets assessed nationwide described as operating poorly.

Gambella recorded a market functionality rate of 0 percent, indicating severe disruption. Amhara (74 percent) and Afar (67 percent) also reported significant market challenges.

The surge in animal-product prices is closely tied to supply-side constraints. Nearly 30 percent of meat and fish vendors reported serious difficulties sourcing sufficient products to meet demand. The main causes cited were domestic transport constraints (33 percent), vendor capital shortages (28 percent), and reduced production levels (22 percent).

Access to markets is also becoming increasingly difficult for consumers. Vendors reported that vulnerable households are struggling to reach marketplaces due to movement restrictions and security concerns.

Despite the spike in animal-product prices, the report recorded a slight nationwide decline in non-food item (NFI) costs, general household expenditure, and overall food prices during the one-month period. Non-food item prices dropped by 3 percent, overall national expenditure fell by 1 percent, and food costs declined marginally by 0.4 percent.

This modest easing was most evident in Tigray, Amhara, South Ethiopia, Gambella, Addis Ababa, and Southwest Ethiopia, where harvest season dynamics improved the availability of vegetables and staple grains.

Market monitors caution, however, that the relief may be temporary. While harvest cycles support crop supply, animal-product supply chains remain vulnerable to transport bottlenecks, financing constraints, and broader market instability.

Looking ahead, 68 percent of food vendors expect prices to rise again next month, citing currency fluctuations and continued market uncertainty as key drivers.

Humanitarian organizations are calling for continuous market monitoring to track price volatility and adjust assistance programs to ensure vulnerable households maintain access to essential food items.

Ethiopia Retains Heavy Export Taxes on Raw Hides as Legal Reform Looms

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The Ministry of Industry has decided against imposing a total ban on the export of raw hides and skins, opting instead to sustain strict financial measures designed to discourage the practice while promoting domestic value addition.

Senior officials say the government will maintain a 150% export tax on raw hides and raise minimum export floor prices to make the trade commercially unattractive. The move is part of a broader strategy to boost foreign currency earnings and expand job creation through finished leather products rather than rely on limited returns from unprocessed exports.

Zerihun Abebe, Chief Executive for Export Products Competitiveness at the Ministry, told Capital that while the government is advancing market liberalisation reforms, a complete export ban would be counterproductive. He noted that ox hides, in particular, are in high demand for consumption in West African markets, a trade driven largely by food demand rather than industrial use.

“We have kept a 150% export tax on raw hides,” Zerihun said, describing the rate as intentionally high. In collaboration with the Ministry of Trade and Regional Integration, the Ministry is also working to increase the minimum export price per hide from $7 to $10.

“These measures make it economically difficult to export raw materials without adding value,” he said. “We haven’t shut it down completely—nor would that be practical—but we are making it unsustainable.”

At the same time, the Ministry is preparing amendments to the Raw Hides and Skins Marketing Proclamation, first enacted in 2013 and revised in 2018. Officials acknowledge that the current legal framework does not clearly define the marketing chain and has created structural barriers for businesses.

According to Zerihun, existing rules prevent manufacturers from sourcing hides directly from downstream suppliers, forcing them to rely heavily on intermediaries. This fragmentation has inflated costs, reduced quality control, and weakened the competitiveness of local tanneries. Consultations are now underway with the Ministry of Agriculture and industry associations to introduce a more flexible and transparent system.

Environmental compliance has also emerged as a significant hurdle. Officials argue that regulatory and ecological pressures, rather than lack of financing, have played a larger role in slowing the sector. To address this, the government is fast-tracking the development of “Modjo Leather City,” an integrated industrial hub that will feature a centralised waste treatment plant. The project is expected to help tanneries meet increasingly stringent international “Green Leather” standards demanded by global buyers.

For more than two decades, Ethiopia’s hides and skins industry has been a cornerstone of the country’s agriculture-led industrialisation strategy. Despite possessing one of Africa’s largest livestock populations, the sector continues to struggle with low off-take rates, poor animal husbandry practices, and persistent quality defects.

Zelalem Merawi, President of the Ethiopian Leather Industries Association (ELIA), highlighted what he described as a troubling contradiction: significant quantities of raw hides are wasted even as factories face material shortages.

“The leather industry was once the country’s second-largest source of foreign currency after coffee,” he said. Today, annual export earnings range between $30 million and $40 million. However, the sector plays a much larger role in import substitution, producing goods valued at up to $3 billion domestically, including footwear for the military and police.

Zelalem pointed to emerging success stories in value addition. Over the past five years, Ethiopia has earned around $180 million from gelatin exports made from leather scraps previously considered waste. “Even rejected hides are being transformed,” he said. “Gelatin for food and industrial use shows that value can be added at every stage.”

He made the remarks during a signing ceremony in which ELIA partnered with Messe Frankfurt (ASFAW) to host the All Africa Leather Fair, an initiative aimed at positioning Ethiopia as a continental hub for leather fashion by attracting international buyers and showcasing its shift toward finished products.

Despite ongoing reforms, industry stakeholders caution that major challenges remain. Access to credit is limited, raw material shortages persist—partly driven by continued exports—and quality control mechanisms once overseen by the Ministry of Agriculture have weakened.

They stress that while environmental standards and urban development reforms are important, fully serviced industrial parks must be prioritised to relocate factories, improve sustainability, and safeguard the hundreds of thousands of jobs supported by the leather value chain.

Ethiopia and Djibouti Seal Deal to Link Strategic Ports to Railway by 2026

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Ethiopia and Djibouti have agreed to connect key strategic ports to the Ethio-Djibouti Railway (EDR) line by the end of 2026, marking a significant step toward strengthening the corridor that underpins Ethiopia’s external trade.

The decision was endorsed this week by the Ethio-Djibouti Joint Railway Commission (JRC), a ministerial platform established under the 2016 bilateral railway agreement. The commission met in Djibouti on February 17, 2026, co-chaired by Alemu Sime, Ethiopia’s Minister of Transport and Logistics, and Hassan Houmed Ibrahim, Djibouti’s Minister of Infrastructure and Equipment.

According to sources familiar with the discussions, the commission agreed to expedite rail connectivity to the Doraleh Multipurpose Port (DMP) and the oil terminal operated by Horizon Djibouti Terminals Limited (HDTL), with completion targeted by November 2026. Currently, only the SGTD container terminal at Doraleh is directly linked to the railway.

The move follows Prime Minister Abiy Ahmed’s recent visit to Djibouti, where he emphasized the cost-effectiveness of rail transport and pushed for greater cargo volumes to shift from road to rail. During his mid-January talks with President Ismail Omar Guelleh, discussions reportedly centered on positioning the railway as the backbone of bilateral trade. The JRC is now expected to translate that political commitment into operational results.

Government officials say the administration is prioritizing rail-based transport to handle a larger share of petroleum and fertilizer shipments. Swift connectivity to DMP is considered critical, particularly for fertilizer imports, which are strategic for Ethiopia’s agricultural productivity.

Sources said the commission also agreed to conduct joint technical studies and facilitate the smooth cross-border movement of EDR personnel, equipment, and machinery to ensure efficient implementation of the port linkages. In addition to finalizing the railway connection to HDTL, the two sides pledged to fast-track the necessary technical and operational work to integrate DMP into the main rail line.

The discussions extended to the Djibouti Damerjog Industrial Development (DDID) project, a major port and industrial complex located about 16 kilometers south of Djibouti City near the Somaliland border. As part of the development, Djibouti is finalizing construction of the Damerjog Liquid Bulk Port (DLBP), which Ethiopian officials view as vital to meeting the country’s growing fuel demand.

During a site visit on Monday, Alemu conveyed Ethiopia’s interest in utilizing DLBP to expand storage and handling capacity. Currently, the Ethiopian Petroleum Supply Enterprise relies on the Horizon depot at Doraleh, from which roughly 350 trucks transport fuel daily to Ethiopia. Rising consumption, fully utilized storage capacity, and mounting demurrage costs have driven Ethiopia to seek alternative facilities capable of handling larger volumes.

According to the Djibouti Ports and Free Zones Authority, DLBP’s oil jetty will have an annual capacity of 25 million tonnes and support up to 12 vessel rotations. The port will serve multiple storage terminals with a combined static storage capacity of around two million cubic meters, offering the scale required to support Ethiopia’s expanding energy logistics.

As part of the rail expansion, EDR plans to construct a 17-kilometer line linking the Damerjog oil terminal to Nagad Railway Station in Djibouti, enabling direct fuel transport to Ethiopia. A feasibility study conducted by Great Horn Investment Holding, a subsidiary of the Djibouti Ports and Free Zones Authority, estimates the project’s capital expenditure at USD 90 million, or roughly USD 5 million per kilometer.

EDR has also expressed interest in acquiring a 49 percent stake in the Damerjog fuel storage project, including infrastructure for jet fuel handling, signaling its ambition to deepen its role beyond rail operations.

Following the JRC meeting, EDR CEO Takele Uma described the outcome as the beginning of a new chapter in bilateral railway cooperation. He said the commission had endorsed a strategic roadmap aimed at ensuring seamless railway operations while positioning EDR as the central artery of trade between the two countries. He also highlighted ongoing logistics reforms along the Djibouti Corridor and efforts to increase capacity and streamline supply chains.

Earlier in January, Prime Minister Abiy toured both HDTL and DMP during his visit to Djibouti. Although DMP handles a substantial portion of Ethiopia’s imports, including fertilizer, it currently relies on a 1.9-kilometer trucking link to connect with the railway—an arrangement estimated to cost about USD 10 million annually. Establishing a direct rail connection is therefore seen as a priority to reduce costs and improve efficiency.

The HDTL terminal, operated by the UAE’s ENOC Group, is also slated for rail integration. Under the proposed arrangement, EDR would construct the approximately three-kilometer extension, while the terminal operator would develop the necessary loading infrastructure.

EDR is concurrently expanding its domestic project portfolio. The company is rehabilitating sections of the existing railway and completing a three-kilometer spur line linking the AMG Industrial Park to Gelan Station. It has also signaled interest in a future 40-kilometer dual-track line connecting Bole International Airport to a planned airport city in Bishoftu, supported by technical cooperation with China Civil Engineering Construction Corporation.

Industry sources indicate that EDR is expected to lead both the DMP and HDTL rail connection projects. If delivered on schedule, the new links are anticipated to significantly lower transport costs, ease congestion along the corridor, and reinforce the railway’s role as the backbone of Ethiopia’s trade through Djibouti.