African Entrepreneurship Record

Thinking about the fate of royal families in various countries in previous lives, Ernst still has some fears in his heart. After all, under the current circumstances, he might end up hanging from a streetlight, so it’s better to be low-key in the palace at least for some comfort.

However, Ernst’s worries are unnecessary because he cut off this path from the very beginning. This can be seen from the composition of the East African immigrants.

Not to mention ordinary people, even within the East African government, there’s a bunch of rough men who speak bluntly. Nobility etiquette simply doesn’t exist, East African nobles just have the honorary title of ”noble.”

The upper society is already like this, so ordinary people in East Africa are even less likely to have complex thoughts. Moreover, East African compulsory education is fully inclined towards the sciences, thus reducing the number of social critics.

In the 19th century, the threshold for being an internet keyboard warrior was very high. Only those with deep literary skills and certain social recognition could take on the role, and their circle was only popular among the upper society.

Of course, with the expansion of the workforce and the improvement of cultural levels, a group of activists who dared to speak out had already begun to emerge in Europe.

But this phenomenon is limited to Europe. In other parts of the world, including the more industrialized United States, it wasn’t very popular. After all, the U.S. national strength was always on the rise, and social conflicts were readily assimilated.

Precisely because Europe is industrially advanced and socially chaotic, with states split into many parts, it is easier to trigger the origin and spread of various ideas.

This scenario is evidently non-existent in East Africa and the United States, or in countries like the Far East Empire. Even if the state’s machinery in the Far East Empire is nearing collapse, cultural control would have been harsher than East Africa’s.

This can be seen from the ”withered” situation of East Africa’s literary industry. Until now, Ernst hasn’t heard of any native ”literati.” Therefore, there can be little social change in East Africa over one or two generations.

So far, East African policies have been enforced from the top down, meaning East Africa’s social progress has been driven primarily by Ernst, the top designer. Otherwise, East Africa would be as chaotic as Brazil.

Of course, none of this will prevent Ernst from maintaining high standards and demands on personal enjoyment. On the surface, the East African palace appears modest in scale and decoration, but in reality, it holds much promise. According to Ernst’s requirements, everything revolves around comfort, so once it’s completed, the East African palace will be one of the most modern palaces in the world.

Safety is also a key consideration for Ernst, so the future Rhine Palace will be equipped with bunkers and special tunnels connecting to Rhein City metro, along with a reserved passage to the Renshaw Fowa River.

Once the Renshaw Fowa River dam is completed, it will form a large artificial lake. Designers will plan a special dock around the lake, allowing the royal family to escape by waterway.

Although East African royal rule is very stable, ”life-saving” facilities must not be lacking, and this does not count as making a mountain out of a molehill; East Africa is already researching aircraft projects.

Other countries are naturally doing the same, so the emergence of bombers is no big deal. Not to mention bombers, but even nuclear weapons might become a reality in forty or fifty years.

Thus, security considerations for Rhine Palace are entirely based on future standards, and regarding this, Ernst has a knack. After all, he was a construction worker in previous lives, undertaking many projects in Africa, so he’s not wholly ignorant in the design of Rhine Palace.

This makes the design of the Rhine Palace more inclined toward practicality and convenience in living rather than Europe’s pursuit of artistry or America’s fanciful schemes.

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Starting in 1895, from the northern Jezira City to the southern Apington City, from the eastern Dar es Salaam City to the western Cabinda, a wave of construction fervor rose across East Africa.

The entire world was actually experiencing the same thing. Even the poorest and most backward countries and regions would, due to the arrival of colonizers, be developed into large plantations, and tens of centuries-old unchanged natives would be shackled and forced into labor.

The crack of a whip cutting through the air became a feature of the 19th century, accompanied by the cry, ”Lazybones, get to work!”, which was indicative of the colonial era.

The overseers in East Africa were also very familiar with such work; Cabinda City underwent a complete transformation in less than five years under East African hands.

”Though the Congo River mouth is merely five kilometers wide, the depth of the river is quite significant, along with the rapid flow, making bridge construction unfeasible here. The only solution is to achieve connection with Luanda via ferry, as far as the railway is concerned, an upstream detour plan is the only viable option.”

Cabinda City has become one of the important economic ports in East Africa’s western regions. With the expansion of the city scale and the prosperity of foreign trade, the original backward traffic condition urgently needs improvement.

In reality, the development speed of the four port cities on the West Coast is quite fast, just slightly inferior when compared to Bela Port.

After all, they are bridgeheads of the Atlantic Ocean trade compared with the economy of coastal regions and countries along the Atlantic Ocean, which are on par with Asian-European trade. Of course, the Asian-European trade here includes the Indian Ocean segment, the Asian-European trade cannot bypass the Indian Ocean during the maritime era.

Along the Atlantic Ocean coast, South America and West Africa are positioned as raw material sourcing grounds for East Africa, whereas Europe and America serve as markets. When both are fully equipped, alongside German investments and East Africa’s inland economy linkage, growth in the west’s coastal cities surpasses Angola’s inland significantly.

Of course, there is a significant connection between this situation and East Africa’s geographical conditions. Regardless of how Angola and Southwestern Africa develop, the access to national policy resources they enjoy is predetermined.

Yet currently, within Angola and Southwestern Africa, only four ports are available for commercial trade operations, from north to south, there stand Cabinda, Luanda, Benguela, and Whale Bay Port, in addition to two naval ports, namely Alexandria Port and Swakopmund Port, while places like Orange Monde are merely small immigration outposts.

Cabinda’s position is akin to East Africa’s eastern Mombasa, serving as the West Coast’s port closest to the international trade main transit line.

The only drawback is the lack of railway connectivity to the inland, and adjacent to Cabinda, the lower Congo River doesn’t hold any navigation value due to the upstream waterfall clusters, amidst the deficiency of both terrestrial and water transportation.

In 1895, Luanda’s population surpassed seventy thousand, primarily relying on its location advantages to vigorously develop import-export trade and the processing industry.

Given the domestic traffic isn’t smooth, Luanda imports raw materials from West Africa and South America, then processes them into finished or semi-finished products to export back into West Africa and South America, some goods even reaching European and American countries.

Of course, in the absence of developed oil resources, Cabinda’s significance cannot match Luanda. Awaiting now, Luanda is the most developed city on East Africa’s West Coast.

Especially with concentrated German investments in Luanda and Benguela, the development in Cabinda is fully reliant on the East African government’s input.

The primary reason leading to this outcome is the lack of transportation facilities like railways, hence Cabinda City’s urgency for railway construction overpowers any other city in East Africa.

In 1895, post Luanda and Benguela railways, the East African government finally set about addressing this issue, while the ultimate solution for Cabinda’s railway involves concurrent development with Kinshasa upstream.

”The Congo River in Kinshasa City section boasts the best river conditions, making it suitable for railway and bridge construction, possibly turning into East Africa’s largest bridge project since its founding.”

”Once bridge construction completes, railways and highways can be supplied simultaneously, resolving railway issues between Kinshasa and Cabinda. That railway will branch from Luanda’s, then head north reaching Kinshasa, crossing the Congo River mega bridge, following the north bank of Congo River eventually arriving at Cabinda City.”