Chapter 1166 Experience
Ernst is just an introduction. As for whether the Ottoman Empire accepts it, it is none of its own business. It is the best if it can succeed, but if it fails, there will be a guarantee in the Gulf of Tonkin. From the current control and penetration of East Africa From the perspective of oil-producing areas, energy security in East Africa is no longer a big problem.
At present, most of the refined oil products in East Africa are mainly produced in the country, and Venezuela is opening up new oil production areas. Unless there are major changes in Venezuela, such as war and other factors, it will have little impact on East Africa.
As for the original important sources of East African oil, Russia, Austria-Hungary, Romania and the United States have all stopped exporting to East Africa due to the European war. This is also the main reason for the vigorous development of Venezuelan oil in East Africa.
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After concluding the negotiations, Franz IV did not return to Germany, but stayed in East Africa. Although he was the Grand Duke of Mecklenburg-Schwerin, he could only be regarded as a virtual king.
After all, the Principality of Mecklenburg-Schwerin was in the North German region and was incorporated by Prussia early, so it was unlikely to play as big a role in the imperial government as the southern states led by Bavaria did.
Franz IV was deeply curious about the development of East Africa. He had stayed in Europe in the past, but now that he was in East Africa, he wanted to browse it.
With the comprehensive opening up of East Africa to the outside world, many foreigners can visit and travel to East Africa. However, due to historical inertia, except for business and government personnel from various countries, there are still not many tourists specifically visiting East Africa.
The East African government arranged professional service personnel for Franz IV to take him around East Africa.
After leaving the Rhine City, Franz IV's first stop was New Frankfurt.
Tour guide Copper introduced: "New Frankfurt is one of the emerging cities of the empire, but its construction history is many years earlier than the capital Rhine City. Now it has become one of the big cities in East Africa, throughout the entire In the central region, there are only Rhine City, Mbeya City and Ha The city of Larre can be compared.”
As the train drove into the new Frankfurt Central Station, Franz IV’s eyes lit up. Railway tracks seemed to be converging from all directions, and the closer they got to the train station. The more you can feel the development of railways in this city.
He said to the railway bridge flashing past the window and the train slowly entering the city center: "The railway system here looks larger than any city I have ever seen. Although Rhine City The railway is also relatively developed, but the traffic volume is not as prominent as here, and there are no new buildings on both sides of the railway. Frankfurt is huge.”
Copper answered: “Because New Frankfurt is a city connected by railways, its city center is built next to the railway, and the Rhine City, as the capital, needs to reduce noise and other problems. , so the railway is built in the suburbs, so there is a fundamental difference between the two.”
Franz IV: "Which railway is more developed, the Rhine City or the New Frankfurt City?"
Kopol: "The largest comprehensive railway hub in the empire is the New Frankfurt City, because it bears the responsibility for all directions. The economic and transportation functions and tasks of the Rhine City Railway are not weaker than those of New Frank. Fu, but the number of trains is much less than that of New Frankfurt, especially for bulk commodity transportation, which cannot be compared with New Frankfurt.”
Following Copper’s words, Franz IV also paid attention. There are many trucks on the railway to New Frankfurt, pulling coal, wood and other various raw materials.
“Lumber and grain from the north, coal and steel from the south, industrial products from the east, and agricultural and animal husbandry commodities from the west, etc., all circulate through the city of New Frankfurt and then transported to various regions across the country, and New Frankfurt itself It is a city with very developed industry and commerce in East Africa,” Cobol said.
Franz IV nodded: "It is true. The railway transportation volume in New Frankfurt is significantly different from other East African cities I have passed through before, such as Dar es Salaam, Mbeya, and Your capital, the Rhine, is not so busy.”
Copper: "The railways in East Africa are distributed in three vertical and three horizontal directions. The country's railway mileage reaches 250,000 kilometers, which is worse than Europe and the United States. New Frankfurt is located at the core of the national railway network, so this Such a large volume of passengers and cargo is not unexpected at all. "Although he is an East African national, Cobol still far underestimates the scale of the East African Railway. His data has long been outdated within the East African government.
Of course, even the outdated data still shocked Franz IV. As a German Duke, Franz IV was quite proud of Germany’s railway construction. , but there is still a gap compared with super-large countries like East Africa.
At present, German railways have developed to more than 60,000 kilometers, ranking second in Europe. As for Russia, which is first, it only has more than 70,000 kilometers, only nearly 10,000 kilometers more than Germany, but Russia’s territory But it is much larger than Germany. If you exclude the Siberian Railway connecting the Far East, Russia's national railway mileage is just about the same as Germany.
However, East Africa’s land area is only about 60% of Russia’s, but its railway mileage is more than twice that of Russia. Does this prove from the side that East Africa’s industrial capacity is now much stronger than Russia’s?
Franz IV made a bold assumption in his mind. If Russia were replaced by East Africa, the situation on the European battlefield would probably be different.
After all, from Franz IV’s personal experience with the East African Railway, the efficiency of the East African Railway was no worse than that of Germany. For example, he noticed that the East African Railway applied many cutting-edge technologies.
For example, electric signal lights, signal towers, mechanical devices that look insignificant on the side of the railway track, etc., although they are only small details, they reflect the comprehensive application of new technologies in railway construction in East Africa.
Furthermore, Franz IV also noticed that a new type of railway was being built in East Africa. However, many East Africans themselves did not know what the function of that railway was. However, judging from the elevated and complex lines erected on both sides, It is certainly not aimless. Its construction cost is higher than that of ordinary railways, so it can certainly meet certain needs.
In fact, that is the electrified railway being promoted in East Africa. However, due to the rapid development of science and technology in East Africa in recent years, technology updates and promotions are so fast that ordinary people do not know much about these new technologies.
Leaving aside the discussion of electrified railways, Franz IV’s current experience with ordinary railways in East Africa fully demonstrates the efficiency of railway dispatching in East Africa, and the delay rate is also controlled within a reasonable range.
In sharp contrast, we have to talk about the Russian railway system. Franz IV also experienced the Russian railway system personally.
After all, Nicholas II was Franz IV’s uncle, so Franz IV often went to Russia. The Russian railway efficiency can be said to be the most inefficient in Europe.
Of course, this is the result of Franz IV’s comparison with the railway experience of Western European countries such as Germany. However, the East African Railway is slightly better than the German Railway. If he can do this, Franz IV Shiya doesn't understand the key.
This is actually the difference between the East African railway system and that of European countries such as Germany. The East African railway department is more stringent in management than Europe and the United States, and it is not as complicated as Europe and the United States. Most railways are under the management of the Ministry of Railways, so they can better Coordinate nationwide routes.
And with the development of information technology, the East African railway department can also respond to various emergencies in a timely manner, such as flash floods, heavy rains and other extreme natural disasters, thereby improving railway operation efficiency.
At present, it can be said that the East African Railway ranks first in the world in terms of management level, and it is also in the first echelon in terms of technology. Of course, leaving aside some models, especially the research and development of trains with steam locomotives as the main power. , in fact, the East African Railway is technically at the forefront of the world.
Except for the total railway mileage, East African railways currently have no obvious shortcomings. Excessive mileage is obviously not a good thing, especially for East Africa where road and water transportation have developed to a certain extent.
(End of this chapter)