Chapter 421

Chapter 421: East Africa Railway Plan

On the auspicious date of February 22, 1873, within the dignified confines of the Sweet Palace, Ernst summoned the senior echelons of the East African government and the esteemed members of the East African Railway Company. The agenda was a critical deliberation on the profound subject of initiating railway construction in East Africa, an endeavor strategically timed to capitalize on the tumultuous currents of the ongoing economic crisis.

Ernst, in his characteristic fashion, unveiled the intricate and ambitious blueprint for the East African Railway, meticulously delineating its trajectory in four distinctive parts. The primary segment involved an extension of the First Railway, envisaged to be christened the 'Central Railway' post-completion. The grand design aimed at interlinking the East African coast, the East African Plateau, the Katanga Plateau, the Lunda Plateau, and the Mata Plateau of Pele, South Africa. Shaped like a sprawling 'T', this Central Railway was projected to span over 4,600 kilometers.

The second segment, dubbed the 'Northern Railway,' was earmarked to traverse a formidable expanse of more than 1,000 kilometers. This ambitious railway would commence its journey from Mombasa, traverse through Nairobi, and culminate in the city of Kisumu. The synergy of these two railway arteries would seamlessly weave a comprehensive network of approximately 5,600 kilometers, effectively knitting together the vast tapestry of the East African territory.

Ernst strategically assigned responsibilities to these two railway arteries—while the Central Railway would undertake the mantle of facilitating cross-regional passenger and cargo exchanges among the eastern, western, and southern regions of East Africa, the Northern Railway was tasked with the critical role of connecting the Great Lakes region to the coast.

With the groundwork laid out, Ernst directed his chief technical advisor, the venerable Mr. Nordin, to illuminate the assembly with the intricate details of construction conditions and plans. Nordin candidly outlined the challenges that lay ahead, emphasizing the presence of swamps and wetlands along the envisaged route of the Central Railway. In response, Ernst, ever the strategic planner, assuaged concerns by asserting that materials required for this colossal undertaking would be procured through import, capitalizing on the abundant excess steel production capacity in Austria and Germany.

The conundrum of skilled workers loomed large, with Nordin underscoring the imperative of professional railway workers. Ernst, with an air of assurance, divulged a strategic ace—the economic downturn in Austria had rendered over a dozen railway companies bankrupt, creating a pool of skilled workers. Austrian companies were enlisted to bolster the East African railway construction with their seasoned expertise.

Addressing the logistical complexities, Nordin detailed the construction period, underscoring the formidable challenge of Ernst's vision—completion of the Central and Northern Railways within a mere three years. The scale of this ambition necessitated a workforce exceeding 60,000, a stark departure from the workforce engaged in the construction of the Pacific Railway in the United States.

To address the labor needs, Ernst made a momentous declaration— the government had mobilized and recruited a staggering 100,000 indigenous laborers from various regions. Though the number might seem imposing, Ernst contextualized it by referencing ongoing projects, particularly the Central Canal excavation in East Africa, which boasted a workforce exceeding 250,000.

Ernst, with sagacious foresight, emphasized that the railway construction should be the harbinger of East Africa's nascent industrialization. The ultimate goal was clear—complete independence and a diminished reliance on steel imports by 1880. The key lay in leveraging the railway network to unlock the potential of East Africa, particularly in Zimbabwe. The strategic vision aimed not just at connecting territories but fortifying control and laying the foundations for sustainable industrial development.

In conclusion, Ernst envisioned the railways not merely as arteries of transport but as conduits of transformation, propelling East Africa into an era of economic self-sufficiency and industrial prowess.

(End of this chapter)