African Entrepreneurship Record

Chapter 1179: Chapter 188: Experience

Ernst is just an introduction; whether the Ottoman Empire accepts it is not his concern. It would be best if it succeeds; if not, there is Beibu Gulf as a fallback. Considering the current control and infiltration of oil-producing areas by East Africa, energy security is not a significant issue anymore.

Currently, most finished oil products in East Africa are mainly produced domestically, and Venezuela is opening new oil fields. Unless major changes occur in Venezuela, such as war factors, it will not have much impact on East Africa.

As for the countries that were initially important sources of oil for East Africa—Russia, Austria-Hungary, Romania, and the United States—they have all ceased exports to East Africa due to the European wars, which is the main reason why East Africa vigorously develops Venezuelan oil.

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After concluding the negotiations, Franz IV did not return to Germany but stayed in East Africa. Although he is the Grand Duke of Mecklenburg-Schwerin, he can only be considered a figurehead.

After all, the Grand Duchy of Mecklenburg-Schwerin was incorporated early by Prussia in the North German region and could not play a significant role in the Imperial Government like the southern states led by Bavaria.

Franz IV is deeply curious about the development of East Africa; previously, he remained in Europe, but now that he’s in East Africa, he must have a good look around.

With full openness to foreigners, many from abroad can visit and travel in East Africa. However, due to historical inertia, aside from business and government personnel, dedicated tourists to East Africa are still few.

The East African Government has arranged professional service personnel to guide Franz IV around East Africa.

After leaving Rhine City, Franz IV’s first stop was New Frankfurt City.

The guide, Kopel, introduced: ”New Frankfurt City is one of the empire’s emerging cities; however, its construction history predates the capital, Rhine City, by many years. Today it has become one of East Africa’s major cities, comparable only to Rhine City, Mbeya City, and Harare City in the central region.”

As the train approached the central station of New Frankfurt City, Franz IV’s eyes lit up. Rail tracks seemed to converge from all directions, and the closer they got to the station, the more evident the city’s developed rail system became.

He commented looking out at the railway bridges flashing by the window and the train slowly entering the city center: ”The rail system here appears to be larger than in any city I’ve seen. Although the railways in Rhine City are quite developed, traffic flow is not as prominent here, nor are the buildings alongside the railway as large as those in New Frankfurt City.”

Kopel explained: ”New Frankfurt was built as a railway city with its center right beside the tracks, while Rhine City, being the capital, had its railways constructed in the suburbs to reduce noise and other issues, leading to fundamental differences between the two.”

Franz IV: ”Which city’s railway is more developed, Rhine City or New Frankfurt City?”

Kopel: ”The empire’s largest comprehensive rail hub is New Frankfurt City, as it undertakes economic and transport functions from all directions, whereas although Rioja City’s rail scale is not inferior to New Frankfurt, it has far fewer trains, especially in bulk commodity transportation, which can’t compare to New Frankfurt.”

Following Kopel’s remarks, Franz IV himself noticed the many freight trains on New Frankfurt City’s railways, carrying coal, timber, and assorted raw materials.

”Timber and grain from the north, coal and steel from the south, industrial products from the east, and agricultural and animal husbandry goods from the west—all are transferred through New Frankfurt City before being distributed nationwide. New Frankfurt itself is a highly industrial and commercial city,” Kopel stated.

Franz IV nodded: ”Indeed, the freight volume of New Frankfurt City’s railway is notably different from other East African cities I’ve passed through, like Dar es Salaam, Mbeya, and your capital, Rhine, none of which are as bustling.”

Kopel: ”East African railways display a three-vertical and three-horizontal distribution pattern, with a national rail mileage reaching 250,000 kilometers, slightly less than Europe and America. New Frankfurt City sits at the core of the national railway network, so this scale of passenger and freight volume is unsurprising.”

Despite being an East African citizen, Kopel far underestimates the scale of East African railways. His data is already outdated within East African Government circles.

Nevertheless, even outdated data still gave Franz IV quite a shock. As a German Duke, Franz IV was quite proud of Germany’s railway construction, but compared to a super-large country like East Africa, there is ultimately a disparity.

Currently, German railways have exceeded 60,000 kilometers, ranking second in all of Europe. As for the first, Russia only has a bit over 70,000 kilometers, barely 10,000 more than Germany, yet Russia’s territory is far larger than Germany’s. Without considering the Trans-Siberian Railway connecting the Far East, Russia’s entire railway mileage is barely equivalent to Germany’s.

East Africa’s land area is only about 60% of Russia’s, yet its railway mileage is more than twice Russia’s. Doesn’t this indirectly prove that East Africa’s industrial capability now far surpasses Russia’s?

Franz IV made a bold hypothesis in his mind: if Russia were replaced by East Africa, the current situation on the European battlefield might be entirely different.

From Franz IV’s firsthand experience with East African railways, the efficiency of East African railways is no less than that of Germany’s, just as he noticed East African railways have applied many cutting-edge technologies.

For example, electric signal lights, signal towers, mechanical devices looking towards the railway track, which appear impressive even if unclear, reflecting East Africa’s comprehensive application of new technologies in railway construction.

Moreover, Franz IV also noticed East Africa constructing a new type of railway. However, many East Africans themselves are unclear about its purpose. Given the high-rise established on both sides and a complex line, it surely is not aimless. Its construction cost exceeds ordinary railways and must meet certain needs.

In fact, that is the electrical railway East Africa is promoting. However, due to the rapid development of East African technology in recent years, technological updates and promotions are so fast that ordinary people don’t have much understanding of these new technologies.

Without discussing the electrical railway, even just within Franz IV’s experience of the regular East African railway suffices to show the high efficiency of East African railway dispatching, with a delay rate controlled within a reasonable range.

In sharp contrast to this, there is inevitably Russia’s railway system to speak of. Franz IV has had personal experience with Russia’s railway system.

After all, Nicholas II is Franz IV’s uncle, so Franz IV frequently visits Russia, where the low efficiency of the railway system is the worst in Europe.

Of course, this is a conclusion Franz IV reached comparing the railway experiences of Germany and other Western European countries, while East African railways are slightly more advanced than Germany’s. Franz IV couldn’t understand this core difference.

This actually arises from the difference in railway systems between East Africa and Germany, and other European countries. East African Railway Department’s management is stricter than Europe and America and simpler, as most railways are managed by the Ministry of Railways, facilitating better coordination of nationwide lines.

Furthermore, with the advancement of information technology, East African Railway Department can promptly respond to various emergencies, such as mountain floods, heavy rain, and extreme natural disasters, improving railway operation efficiency.

Currently, East African railways rank first in terms of management globally and are part of the top tier on the technical level. Of course, disregarding some models, particularly those primarily powered by steam locomotives, East African railways technically lead globally.

Apart from the total railway mileage, East African railways don’t have significant shortcomings, and excessive mileage is clearly not desirable, especially given East Africa has already developed roads and waterways to a certain extent.