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1
van Criekinge, Jan. „Historisch Overzicht van de Spoorwegen in West-Afrika“. Afrika Focus 5, Nr. 3-4 (15.01.1989): 133–52. http://dx.doi.org/10.1163/2031356x-0050304003.
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Historical Survey of the Railway Development in West Africa The present day railway system in West Africa is the result of the transport-policy developed by the colonial powers (France, Great Britain and Germany) at the end of the 19th century. It is remarkable that no network of railways, like in Southern Africa, was brought about. The colonial railways in West Africa were built by the State or by a joint-stock company within the borders of one colony to export the raw materials from the production centres to the harbours. Nevertheless railways were built for more than economical grounds only, in West Africa they had to accomplish a strategic and military role by “opening Africa for the European civilization”. Hargreaves calls railways the “heralds of new imperialism” and Baumgart speaks of the own dynamics of the railways, to push the European colonial powers further into Africa ... The construction of a railway needed a very high capital investment and the European capitalists wouldn’t like to take risks in areas that were not yet “pacified”. It is remarkable how many projects to build a Transcontinental railway right across the Sahara desert largely remained on paper. Precisely because such plans did not materialize, however, the motive force they provided to such imperialist actions as political-territorial annexations can be traced all the more clearly. The French built the first railway in West Africa, the Dakar - St-Louis line (Senegal), between 1879 and 1885. This line stimulated the production of ground-nuts, although the French colonial-military lobby has had other motives. The real motivation became very clear at the construction of the Kayes-Bamako railway. Great difficulties needed the military occupation of the region and the violent recruitment of thousands of black labourers, all over the region. The same problems transformed the building of the Kayes-Dakar line into a real hell. Afterwards the Siné Saloum region has been through a “agricultural revolution”, when the local ground-nuts-producers have been able to produce for foreign markets. The first British railways were built in Sierra Leone and the Gold Coast-colony (Ghana). Jn Nigeria railway construction stimulated the growth of Lagos as an harbour and administrative centre. Lugard had plans for the unification of Nigeria by railways. The old Hausa town of Kano flourished after the opening of the Northern Railway, for other towns a period of decline had begun. Harbour cities and interior railwayheads caused an influx of population from periphery regions, the phenomenon is called “port concentration”. Also the imperial Germany built a few railwaylines in their former colony Togo, to avoid the traffic flow off to the British railways. ifs quite remarkable that the harbours at the Gulf of Guinea-coast developed much later than the harbours of Senegal and Sierra Leone. After the First World War only a few new railways were constructed, the revenues remained very low, so the (colonial) state had to take over many lines. The competition between railways and roadtransport demonstrated the first time in Nigeria, it was the beginning of the decline of railways as the most important transportsystems in West Africa. Only multinational companies built specific railways for the export of minerals (iron, ore and bauxite) after the Second World War, and the French completed the Abidjan - Ouagadougou railway (1956). The consequences of railway construction in West Africa on economic, demographic and social sphere were not so far-reaching as in Southern Africa, but the labour migration and the first labour unions of railwaymen who organized strikes in Senegal and the Ivory Coast mentioned the changing social situation. The bibliography of the West African railways contains very useful studies about the financial policy of the railway companies and the governments, but only a few railways were already studied by economic historians.
2
Xie, Yongshun, und Chengjin Wang. „Evolution and Construction Differentiation Pattern of African Railway Network“. Sustainability 13, Nr. 24 (13.12.2021): 13728. http://dx.doi.org/10.3390/su132413728.
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Since the new century, countries in Africa have started a new round of rail network planning and construction which brings the completed different features together with the spatial organization of the railway network during the colonial period. Along with the strategic layout of “going out” with China’s railways, the organizational structure of the African railway network will make a tremendous change for the construction market, network organization, and gauge structure of the African railways. Based on the literature reviews, we analyzed and forecasted the evolution of railway network in Africa and discussed the spatial differentiation of the future construction market of the railways from the view of country and enterprise. The results show that the development of the African railway networks will experience three stages: 1850–1960, 1960–2010 and 2010–2050, and that the organization pattern of the African railway network has evolved from the “Hinterland-Port” model to the “Continental Integration” model. The development of railway technical standards tends to be integrated, the gauge type is changed from complicated to single, the gauge distribution is changed from broken to uniform. The contractor countries of the railway changed from English-French dominated to China dominated. The application of railway technical standards is influenced by technology dependence and path dependence and is mainly reflected in the two characteristics of “Chinese standard implantation” and “local standard retention”. The contractor enterprises of railway have a monopoly on the market of a country, CCECC and CRCC are leading, and the contractor enterprises are spatially characterized by four spatial distribution modes: single, continuous, jumping and comprehensive.
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Bucsky, Péter. „Afrikai vasutak kínai segítséggel – Kinek éri meg?“ Afrika Tanulmányok / Hungarian Journal of African Studies 12, Nr. 1-3. (30.10.2018): 55–78. http://dx.doi.org/10.15170/at.2018.12.1-3.3.
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In Kenya and Ethiopia the new railways financed by Chinese loans and built by Chinese technology and by Chinese companies are already in service. Lot of people see these as a boost for development, but both of them are upgrades of already existent lines. It is questionable whether or not the countries will be able to repay the costs of these investments, and the railways can generate so high additional growth that can finance the loans. There are also other options for railway development than Chinese loans and it is interesting to analyse which option is the most straightforward and beneficial for the Africa countries from the current examples and potentials for railway development. From the analysis we can see that Chinese loans do not seem to be the best solution, countries are taking very high debt for projects with risky returns. The example of Tanzania shows that open international procurement and competition can lead to cheaper and sustainable railway development in Africa, as opposed to Chinese loan-driven investment schemes.
4
Maggi, Stefano. „The Railways of Italian Africa“. Journal of Transport History 18, Nr. 1 (März 1997): 54–71. http://dx.doi.org/10.1177/002252669701800106.
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Budi, Nashon Budy, John Akumu Orondo, Samwel Okuro und George Odhiambo. „The Decline of Lake Victoria Ferry Services in Kenya, 1961-2012“. Journal of Historical Studies 4, Nr. 1 (01.09.2023): 43–54. http://dx.doi.org/10.47941/jhs.1422.
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Purpose: This study examined the operations of Lake Victoria Ferry Services since the independence of the East African countries in 1961 when the management was under the East Africa Railways and Harbors (EARH) and later the Kenya Railways Corporation (KRC). At the beginning of the 20th century the British colonial government established Lake Victoria transport as an extension of railway line in the lake region in Kenya and into Uganda. Despite some challenges, lake transport demonstrated progress in its services and expansion during the colonial period. However, when the management was transferred to the independent governments of East Africa, the operations of ferries were affected by the inefficiencies which marked the beginning of its decline. This study was guided by Politics of the Belly Theory of Bayart who associates underdevelopment of Africa long after independence with corrupt practices of African leaders. The theory shows that postcolonial African leaders have personalized the state for their own and their ethnic community’s gain thereby neglecting the regions which are perceived to be opposing the ruling regime.
Methodology: A Historical Research Design was used to conduct this study. Non probability sampling methods and procedures were used to identify informants during the collection of primary data. Other primary data were gathered from Kenya National Archives and Railways Museum in Nairobi. Secondary data was collected from relevant publications and other materials.
Findings: The data obtained were analyzed using content and thematic analysis techniques. This study established that transition in management from colonial to independent East African governments, competition from road transport and disintegration of East African Community led to the decline of maritime transportation on Lake Victoria. In order to revive ferry services on the Lake, major rehabilitations on the existing ports must be done and modern ports built. In the same vein new transport vessels should be acquired. Finally, a permanent solution to the threat of water hyacinth must be pursued and regular dredging of navigational channels done regularly.
Unique Contribution to Theory, Policy and Practice: This study suggests that, the government should promote integrated transport planning as well as developing proper regulations guiding Lake Victoria transport.
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Odutayo, Dina, Raji Adisa und Solanke Olayiwola. „Exploring Nexus between Transportation System and Economic Development in Nigeria: A Case of Railway Passenger Travel“. NIU Journal of Humanities 8, Nr. 4 (31.12.2023): 57–68. http://dx.doi.org/10.58709/niujhu.v8i4.1731.
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Studies frequently explored the relationship between economic performance and transport investments. However, how the performance of the economy relates to the usage of transport in Africa and Nigeria in particular is poorly explored prompting investigation on the nexus between railway passenger travel and economic development in Nigeria. The study employed the Vector Auto-Regressive (VAR) Model to analyse the 60-year annual time series data of railway passenger movement, annual GDP, and inflation. Results indicate about 72.5% of the variables entered in the model accounted for 72.5% of changes observed in railway passenger traffic with Lag 1 of passenger travel exerting the most substantial influence on the output. The result further shows Inflation and GDP (x= 0.485223; P= 0.7846.) as well as their lags are redundant in forecasting the 60-year data. The study concludes that economic performance does not influence travel by railways among passengers using railways in Nigeria. Keywords: Economic performance, Railway, Passenger travel, Transportation system
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Pereira, Hugo Silveira. „Colonial Railways and Conflict Resolution Between Portugal and the United Kingdom in Africa (c. 1880–early 1900s)“. HoST - Journal of History of Science and Technology 12, Nr. 1 (01.09.2018): 75–105. http://dx.doi.org/10.2478/host-2018-0004.
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Abstract In the 1870s, Portugal transferred the public works program it was undertaking on the mainland – in which railways played a decisive role – to its African colonies of Angola and Mozambique. In this strategy, the United Kingdom was an obvious partner, given the historical connection between both nations and the geographical proximity between the colonies each country had in Africa. However, British and Portuguese imperial agendas could easily clash, as both London and Lisbon coveted the same areas of Africa. Hence, the initial and apparent cooperation rapidly evolved to a situation of conflict. In this paper, I aim to analyse three instances of dispute between Portugal and Britain about colonial railways in Angola and Mozambique. I will use the methodological tools of conflict resolution analysis in a historical perspective and the concept of track-two diplomacy within the framework of technodiplomacy.
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Bagwandeen, Mandira. „Africa’s Railway Renaissance: Continental Aspirations vs. National Realities“. African Studies Quarterly 22, Nr. 1 (15.12.2023): 1–21. http://dx.doi.org/10.32473/asq.22.1.135892.
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As per the African Union’s 2016 prescription, most new rail projects in Africa are greenfield standard gauge railways (SGR) that cost billions of dollars, which, if successfully implemented and well run, can offer better services than road transport. However, to be viable, SGR investments must have adequate freight traffic, provide reliable services, and charge much lower tariffs than the trucking industry. This means that SGRs will very likely have to be subsidized, which most African governments cannot afford to do. Based on the rail economics for SGRs, this article argues that it would be more feasible for most African countries to invest in upgrading and expanding brownfield rail infrastructure in the short-to-medium term. Using Kenya’s Nairobi-Naivasha SGR as a case study, this article contextualizes and critically analyzes the greenfield vs. brownfield rail infrastructure debate that underpins Africa’s railway renaissance and demonstrates that SGR investments may not necessarily be the most feasible rail projects for developing African economies.
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Hogbin, Vanessa. „Railways, disease and health in South Africa“. Social Science & Medicine 20, Nr. 9 (Januar 1985): 933–38. http://dx.doi.org/10.1016/0277-9536(85)90349-1.
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Havenga, Jan Hendrik, Zane P. Simpson, Anneke de Bod und Wessel Pienaar. „Rail benchmarking – new paradigms: a South African position“. Corporate Ownership and Control 11, Nr. 1 (2013): 233–42. http://dx.doi.org/10.22495/cocv11i1c2art2.
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A benchmark of South Africa’s freight rail system confirms that South Africa’s export lines compare favourably globally, but that the general freight sector of the business lags in all key indicators, and there is no clear comparison as far as a rail reform agenda is concerned. Neither a path of deregulation, rationalisation, investment and efficiency, such as in North America, nor one of a development state – network growth and high relative employment, such as in the Russian, Indian and Chinese railways – has been followed in South Africa. These countries, geographically speaking, are significantly bigger than South Africa, but the challenges are similar: long transport distances, high transport demand and spatial issues. This paper indicates how benchmark analysis can be used to inform a rail reform agenda for South Africa’s freight rail system. Although there is a separation in South Africa as to the business model that the railway is allowed to use, current railway management seems to be achieving a turnaround. A more supportive policy environment, informed by benchmarking, might improve this process.
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Semenova, Nelli K. „CHINA'S FOREIGN ECONOMIC PROJECTS IN THE RAILWAY SECTOR“. Eastern Analytics 13, Nr. 1 (2022) (2022): 48–66. http://dx.doi.org/10.31696/2227-5568-2022-01-048-066.
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China, long before the Belt and Road Initatve was announced, formed a strategic plan for the constructon of internatonal railways. Afer the Chinese government formally proposed a strategy for Chinese high‑speed rail to enter the overseas high‑speed rail market in 2009, the actvity of Chinese railway constructon contnues to grow. The PRC has accelerated the modernizaton of its internal railways and has created the world's most advanced high‑speed rail system. The unifcaton and standardizaton of the constructon process of high‑speed railways, rolling stock, infrastructure facilites and new technologies within the framework of the «Made in China» program has made it possible to create a unique world‑class product – high‑speed railways of the Chinese standard and enter the internatonal market with it. The Belt and Road Initatve not only provided additonal acceleraton, but also created a theoretcal basis for the «prestge» of partcipaton in the initatve. As part of the Belt and Road Initatve, the internatonalizaton of China's railway standards has yielded positve results. Many BRI rail projects have been completed and operatonal. As a rule, not only Chinese technical standards are used in constructon, but also basic engineering materials, rolling stock, engineering and constructon equipment, Chinese builders and maintenance personnel. But the PRC's energetc actons in promotng the Belt and Road Initatve cannot be called unimpeded. Many projects with Chinese partcipaton remain untl the tme in the form of agreements or for various reasons, fnancial, domestc politcal, technical and reasons of "lack of a common vision" are postponed or suspended. The artcle examines the major rail constructon projects with Chinese partcipaton, completed and under constructon, in Eurasia, Africa and South America.
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Mnjama, Nathan M. „Railway records as sources of information for the study of Kenya history“. African Research & Documentation 63 (1993): 1–12. http://dx.doi.org/10.1017/s0305862x00016897.
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The history of Kenya is closely linked to the history of the railways. Although the reasons for the construction of this line were varied, one result of its construction was the rapid socio-economic development of Kenya which followed its completion in 1901. The railway's role in the socio-economic development of Kenya was perhaps best summed up by Sir Edward Grigg, the Governor of Kenya, in a speech to mark the official opening of the Uganda extension when he remarked:The results of this railway project of thirty years ago have exceeded the wildest dreams of its originators. By accident the railway revealed the lovely highlands of Kenya and enabled us to plant there an outpost of the British race, which has in my belief a great part to play in the history of the European contact with Africa. It has been responsible also for the fact that we have been able to improve and establish economic crops over a rich and fertile country which until its advent had absolute no external trade. Cotton, coffee, sisal, wheat – all these things have been brought here by European pioneers and these things have been established simply because the railway has been built. Without the railway none of these valuable crops could have been established here for a day.
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Wang, Guangsheng, Zhiyi Lei, Tong Yu, Cheng Zhang, Haijun Sun und Jéssica Saturnino Sabino de Sousa. „Logistics Performance Evaluation in West Africa“. Frontiers in Computing and Intelligent Systems 2, Nr. 1 (23.11.2022): 54–60. http://dx.doi.org/10.54097/fcis.v2i1.2967.
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With containerization and supply chains stimulating global trade each country has to apply measures and new strategies in order to maintain or develop a relevant position in this area. West Africa have now the support and financial power to reach their full potential. By betting in infrastructure reform and resource integration, West African countries might achieve the desired goal of construction, industrialization and a better layout of sea and airports that enables the interconnection of transportation infrastructures. Therefore, this thesis research focuses on the study and optimization of logistics performance evaluation through West Africa. Firstly, evaluating the current status of the logistics system in West Africa. Secondly, since the problem is complex and dynamic, to ensure the evaluation is successful, this research will mainly analyze and focus on the central logistics crossing the West African region; assess the intra-regional logistics systems and develop the logistics systems based on the importance of coastal ports, roads, railways and waterways present in the key geographical points. Lastly, by crossing the actual West African regional statistics with past data and outlooks, a reliable source of information will help establish an optimal futuristic expectation.
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Pereira, Hugo Silveira. „The Camera and the Railway: Framing the Portuguese Empire and Technological Landscapes in Angola and Mozambique, 1880s–1910s“. Technology and Culture 64, Nr. 3 (Juli 2023): 737–59. http://dx.doi.org/10.1353/tech.2023.a903971.
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abstract: Starting in the 1880s, Portugal invested in constructing railways in its African colonies, Angola and Mozambique. The aim was both to solidify Portuguese presence in territories disputed by other imperial nations and to facilitate exploration of the resources that imperial policymakers assumed existed in the colonial hinterland. To promote the perception that Portugal was an imperial nation, hundreds of photographs recorded the construction, inauguration, and operation of these new railways. Using a semiotics approach, this article analyzes photographs from various sources in Portugal to show how they helped create a novel technological landscape, underscoring the domestication of the territory and the civilization of its inhabitants by European rule, thus promoting it as a land of opportunity for European settlers. This focus adds to the debate claiming that photography was a crucial tool of empire serving European colonialism and imperialism in Africa.
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ROGERSON, Christian M. „TRANSNATIONAL TOURISM DEVELOPMENT: AN EARLY EPISODE FROM COLONIAL SOUTHERN AFRICA“. Revista Română de Geografie Politică 26, Nr. 1 (28.06.2024): 14–28. http://dx.doi.org/10.30892/rrgp.261102-374.
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Cross-border tourism marketing and promotion is a widely endorsed approach for encouraging regional tourism development. The aim in this paper is to uncover an early historical example of regional tourism development which occurred in colonial Southern Africa. Using archival sources the study pinpoints the contributions of publicity material produced by South African Railways for the promotion of tourism in the territories of colonial Zimbabwe and Mozambique. In encouraging international tourism to South Africa during the 1920s and 1930s there was an understanding that South Africa’s leading national tourism assets were best packaged together for ‘transnational tourism development’ with marketing for the iconic attraction of Victoria Falls as well as Lourenço Marques. The destination which was promoted as ‘South Africa’ in tourism guidebooks did not correspond with the geopolitical entity of the Union of South Africa, instead it embraced the attractions of Portuguese-controlled Mozambique and several tourism products in the British-controlled territory of Rhodesia.
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Dobler, Gregor. „The green, the grey and the blue: a typology of cross-border trade in Africa“. Journal of Modern African Studies 54, Nr. 1 (09.02.2016): 145–69. http://dx.doi.org/10.1017/s0022278x15000993.
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AbstractWhat are the reasons for the extraordinary dynamism of many African border regions? Are there specificities to African borderlands? The article provides answers to these questions by analysing the historical development of African state borders’ social and economic relevance. It presents a typology of cross-border trade in Africa, differentiating trade across the ‘green’ border of bush paths and villages, the ‘grey’ border of roads, railways and border towns, and the ‘blue’ border of transport corridors to oceans and airports. The three groups of actors associated with these types of trade have competing visions of the ideal border regime, to which many dynamics in African cross-border politics can be traced back. The article contributes to African studies by analysing diverging political and economic developments in African countries through the lens of the border, and to border theory by distilling general features of borders and borderlands from African case studies.
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Kabanda, Umar. „Challenges of Capacity Building and Development from Chinas’ Aid Model; a Case Study of the East African Community Countries“. Cross-Currents: An International Peer-Reviewed Journal on Humanities & Social Sciences 2, Nr. 1 (16.06.2016): 1–12. http://dx.doi.org/10.36344/ccijhss.2016.v02i01.001.
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There is an increase of Chinese partnership to African development through loans and grants which are directed to African infrastructural development for capacity development. This development has been implemented on the continent through numerous constructions of infrastructural projects in the form of roads, railways, dams, installation of fibre wires across the East Africa community. This approach to development through aid for infrastructural development is opposed to the former colonial masters’ approach that based on capacity building in their former colonies with a focus of their contribution to African transformation that was directed to the promotion of human rights, democracy and transfer of administrative skills to the African counterparts. This experience of the colonial masters and the new comers the Chinese, their interest as evident in Africa, the same is true for their existence in the East African community. This transformation of the aid model from former colonial masters to Chinese domination of the donor relations inspired the selection of this topic to explain in this paper the challenges the new aid model of Chinese to East African countries contribute to promoting capacity development as it down plays capacity building. A case presentation of the implemented projects in Uganda and Kenya are presented to illustrate the experienced challenges of this Aid model for Africa from the case of the Regional Economic Community of the East African Community
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Kabanda, Umar. „Challenges of Capacity Building and Development from Chinas’ Aid Model; a Case Study of the East African Community Countries“. Cross-Currents: An International Peer-Reviewed Journal on Humanities & Social Sciences 2, Nr. 1 (16.06.2016): 1–12. http://dx.doi.org/10.36344/ccijhss.2016.v02i01.001.
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There is an increase of Chinese partnership to African development through loans and grants which are directed to African infrastructural development for capacity development. This development has been implemented on the continent through numerous constructions of infrastructural projects in the form of roads, railways, dams, installation of fibre wires across the East Africa community. This approach to development through aid for infrastructural development is opposed to the former colonial masters’ approach that based on capacity building in their former colonies with a focus of their contribution to African transformation that was directed to the promotion of human rights, democracy and transfer of administrative skills to the African counterparts. This experience of the colonial masters and the new comers the Chinese, their interest as evident in Africa, the same is true for their existence in the East African community. This transformation of the aid model from former colonial masters to Chinese domination of the donor relations inspired the selection of this topic to explain in this paper the challenges the new aid model of Chinese to East African countries contribute to promoting capacity development as it down plays capacity building. A case presentation of the implemented projects in Uganda and Kenya are presented to illustrate the experienced challenges of this Aid model for Africa from the case of the Regional Economic Community of the East African Community
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Pereira, Hugo Silveira. „Appropriation, Integration, and Nation Building: Portuguese Railways in the Second Half of the Nineteenth and Early Years of the Twentieth Century“. Social Science History 45, Nr. 2 (2021): 391–416. http://dx.doi.org/10.1017/ssh.2021.4.
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AbstractIn 1850, after three decades of political turmoil, Portugal started investing in major public works, particularly, in the construction of a national railway network. This strategy followed closely the suggestions of the Saint-Simonian technocrats with whom Portuguese engineers had been engaging since the 1820s. Additionally, it came in response to the longtime neglect suffered by the Portuguese transportation system, which hindered communications and trade between different areas of the kingdom and with neighboring Spain. The main goal of the investment was to modernize the national transport system, attract to Portuguese harbors a large portion of the traffic between Europe, Africa, and America, and, in general terms, put the nation on the path of progress. By the end of the nineteenth century, total mileage of the Portuguese rail network exceeded 2,300 km. This article analyzes the role of railways in the improvement of communications between the Portuguese provinces, their appropriation in a unified nation-state, the degree of integration of the Portuguese economy with the Spanish and European economies, and the construction/reinvention of Portugal as a modern and technological nation. To achieve these goals, I will use three key concepts: territorial appropriation, circulation, and globalization. Sources include statistics of railway operation and previous works analyzing the impact of railways on the Portuguese transport system and economy, the outcomes of operating transnational lines, and the importance of technology for the reinvention of Portugal during the second half of the nineteenth century.
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Deych, T. L. „China in Africa: Neo-Colonial Power or “Win-Win” Strategy?“ Outlines of global transformations: politics, economics, law 11, Nr. 5 (03.12.2018): 119–41. http://dx.doi.org/10.23932/2542-0240-2018-11-5-119-141.
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The article deals with China’s policy in Africa in the last decade. As the analysis shows, China is increasing steadily its presence in Africa, not only in the countries rich in resources, although the resources, especially oil, remain of particular importance for the Chinese economy, but also in the poor in natural resources and little attractive from the strategic point of view states. The author analyzes the features of China’s diplomacy on the continent, China-Africa trade relations, the activities of Beijing as a donor and investor in Africa. Special attention is paid to “One belt – one road” initiative, which takes the important place in today’s China strategy, and to role, which African countries, located on the crossroads of the land and sea “silk roads”, play in this initiative. The Chinese strategy envisages the implementation of infrastructure projects, including the construction of railways and highways, aviation communications, energy projects, industrial parks, and construction of seaports in coastal countries. The growth of Beijing’s investments in African economy and the expansion of the spheres of its influence on the continent are the subjects of close attention of politicians, scientists and media. On the one hand, they link with China’s policy the economic growth of African countries, some of which have entered into the ranks of the fastest growing states of the world. On the other hand, they accuse Beijing in “neo-colonial policy”, claiming that China is guided by its own interests, far from the African interests, and violates human rights and environmental standards in struggle for resources. The author concludes that an objective analysis of the various aspects of Beijing’s activities in Africa in the last decade, as well as the assessment of this activity by Africans in the course of interviews, may allow to establish the truth.
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Kosyanov, V. A. „African horizons of Russian science and education“. Proceedings of higher educational establishments. Geology and Exploration, Nr. 6 (19.03.2020): 5–10. http://dx.doi.org/10.32454/0016-7762-2019-6-5-10.
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Based on the results of the first Russia—Africa Summit and Economic Forum, priority areas of economic cooperation, according to which concrete results can be achieved in the coming years, were identified. These are modern and high-tech mining and processing of minerals, geological exploration, energy (including renewable energy sources), infrastructure development (specifically the construction of railways and housing), agriculture, digital technology, medicine, science and education. Cooperation between Russian universities and African countries occupies a special place. Currently implemented by the Sergo Ordzhonikidze Russian State University for Geological Prospecting (MGRI), the scientific and educational initiative for the development of the mineral resource base of Uganda, presented in June 2019 to the country’s President Yoweri Museveni, is the basis for International cooperation between Russian universities in the East African region.
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Rogerson, Christian M., und Jayne M. Rogerson. „historical perspective on niche tourism: recreational trout fishing in South Africa“. Bulletin of Geography. Socio-economic Series, Nr. 63 (05.04.2024): 121–35. http://dx.doi.org/10.12775/bgss-2024-0009.
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Niche tourism is an important focus in current tourism scholarship. Although the international literature on niche tourism is relatively recent in origin it must be acknowledged that niche tourism is not a new phenomenon and that many types of niche tourism have a long history. The aim in this paper is to address a knowledge gap in current niche tourism literature by examining its under-researched past with a case study of recreational trout fishing in South Africa. Using archival sources this study documents the emergence of trout fishing in South Africa and gives historical insight into its origins as a niche form of rural tourism. The popularisation of recreational trout fishing was given an important boost by the infrastructure and agency of the South African Railways especially its publicity and marketing material. Enhanced automobilities and the emergence of early drive tourism, a by-product of improvements which occurred from the 1930s in South Africa’s road network, further boosted the growth of trout fishing as a niche in rural tourism.
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LINDSAY, LISA A. „‘NO NEED...TO THINK OF HOME’? MASCULINITY AND DOMESTIC LIFE ON THE NIGERIAN RAILWAY, c. 1940–61“. Journal of African History 39, Nr. 3 (November 1998): 439–66. http://dx.doi.org/10.1017/s0021853798007312.
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In 1950, a young man named Ayo Salako went to work for the Nigerian railway as a casual laborer. He hoped to be like his father, a locomotive driver who had worked for the railway from 1916 to his death thirty-four years later. Indeed, Ayo Salako became a successful railwayman, climbing the career ladder to locomotive driver, transferring to a number of different stations and retiring with a pension in 1987. Although the two generations of men both made long, continuous careers in railway employment, Ayo Salako was rather different from his father in terms of his domestic life. The elder Salako had parlayed his employment success into a polygamous marriage and the maintenance of a farm and patron–client relations in his hometown of Ogbomosho. His son, in contrast, married his current wife only after the dissolution of a previous marriage, visited Ogbomosho infrequently and retired in Ibadan rather than in his patrilineal hometown. During his career he saw himself as a modernizer, involved with industrial technology, well-traveled within the country, monogamous, and building a life and educating his children in the booming towns of post-war Nigeria.Ayo Salako's young adulthood during the 1940s and 1950s coincided with important economic, social and political transformations in Nigeria and throughout Africa. The Second World War and the end of the depression brought economic expansion and a new wave of government interventionism. Cities were swollen with migrants looking for cash and the independence from elders that came with it. African railways expanded to meet new demands for transport and their work forces were among the largest and most politically active on the continent. Faced with imperial financial pressures and widespread African dissent, officials were turning to new policies for the colonies. Ambitious planners attempted to rationalize peasant agriculture to increase production, stabilize wage labor to improve efficiency, reshape African cities to make them less ‘disorderly’ and mold African family life to conform more closely to a bourgeois European image.
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Gonzales, Michael J. „Chinese Plantation Workers and Social Conflict in Peru in the late Nineteenth Century“. Journal of Latin American Studies 21, Nr. 3 (Oktober 1989): 385–424. http://dx.doi.org/10.1017/s0022216x00018496.
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As the world capitalist system developed during the nineteenth century non-slave labour became a commodity that circulated around the globe and contributed to capital accumulation in metropolitan centres. The best examples are the emigration of millions of Asian indentured servants and European labourers to areas of European colonisation. Asians replaced emancipated African slaves on plantations in the Caribbean and South America, supplemented a declining slave population in Cuba, built railways in California, worked in mines in South Africa, laboured on sugarcane plantations in Mauritius and Fiji, and served on plantations in southeast Asia. Italian immigrants also replaced African slaves on coffee estates in Brazil, worked with Spaniards in the seasonal wheat harvest in Argentina, and, along with other Europeans, entered the growing labour market in the United States. From the perspective of capital, these workers were a cheap alternative to local wage labour and, as foreigners without the rights of citizens, they could be subjected to harsher methods of social control.1
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Ampwera, Meshach. „Infrastructure and Innovation: Emerging Priorities of EU and Chinese Aid in Africa“. China Quarterly of International Strategic Studies 05, Nr. 04 (Januar 2019): 511–31. http://dx.doi.org/10.1142/s2377740019500295.
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The international development cooperation system has long revolved around the notion of a North-South divide and reflected much of the systemic imbalances in global economic relations. It aimed mostly at increasing official development assistance rather than tackling other key development issues like priority infrastructure and innovation capacity. Over the past decade, Africa has experienced rapid growth and rising global prominence, which has profound implications for global development cooperation on the continent. The European Union and China, two major contributors to African development, have increasingly felt the need to put infrastructure development and innovation capacity at the core of their aid policies toward Africa. Recently, important factors, such as growing competition within the international development cooperation regime, search for new markets, increasing role of regional regimes, persistent poverty, the need to stabilize the world economy, and the responsibility to support international peace and stability are shaping Europe’s and China’s aid policies toward Africa. Priority infrastructure like highways, railways, energy, and technological innovation in pillar sectors such as agriculture and textile have been prioritized in Africa’s development cooperation with China and Europe. Although Brussels and Beijing have maintained a visible level of traditional development cooperation policies, this new form of cooperation is causing an embryonic policy shift from aid to investment within their development and cooperation policies.
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Blumenfeld, Wemakor, Azzouz und Roberts. „Developing a New Technical Strategy for Rail Infrastructure in Low-Income Countries in Sub-Saharan Africa and South Asia“. Sustainability 11, Nr. 16 (09.08.2019): 4319. http://dx.doi.org/10.3390/su11164319.
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Low-income countries (LICs) in Sub-Saharan Africa and South Asia are investing in new railway lines to replace deteriorated infrastructure from the 19th and 20th century. These actions, despite financial and economic constraints, have been justified in common visions of continent-wide efficient networks to cope with the demands of growing populations. However, most of the recent rail infrastructure projects are driven by international suppliers’ preferences and financing rather than creating railways that match the requirements of interoperable regional networks. This paper therefore explores the current status of rail infrastructure in these LICs and the operational performance achieved to understand specific capability gaps in each regional network. Drawing from the experience of European countries in transforming regional future visions into applied research, a technical strategy for rail infrastructure in LICs is proposed. The strategy captures the key capabilities to be addressed in order to achieve future performance goals, while emphasizing the need for emerging technologies to be used in fit-for-purpose solutions. It is envisioned that the strategy will provide the basis for the development of continental technical strategy programs with specific technology roadmaps towards a common goal.
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Thiombiano, Dramane, und Ahmet Yiğitalp TULGA. „A Sentiment Based Text Analysis of the Perception of Chinese Infrastructure Development in Africa: Cases from Nigeria and Ethiopia“. International Journal of Social Science Studies 10, Nr. 1 (05.11.2021): 11. http://dx.doi.org/10.11114/ijsss.v10i1.5359.
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This paper investigates the perceptions of Africans on Chinese infrastructure development in Nigeria and Ethiopia. Using a sentiment-based text analysis methodology, this paper attempts to understand the perceptions and sentiments of Nigerians and Ethiopians on Chinese infrastructure projects. For this purpose, we choose Nigeria and Ethiopia as important destinations of Chinese investment in Africa. Africa is not only rich in natural resources; it also possesses a young population that makes the bulk of the working force. Despite its rapid GDP growth and growing urbanization, the continent is still entangled in the midst of underdevelopment, poverty and an acute lack of infrastructure to stimulate and sustain this economic development. China’s investment in the continent is trying to tackle this infrastructure bottleneck by investing in the building of infrastructures such as roads, railways, ports and highways. The results show some overall positive popular sentiments towards Chinese infrastructure projects from both countries. To conclude, we argue for a need of more scrutiny from the parts of the leadership in Africa given the potential issues related to Chinese infrastructure projects in Africa.
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Money, Duncan. „Race and Class in the Postwar World: The Southern African Labour Congress“. International Labor and Working-Class History 94 (2018): 133–55. http://dx.doi.org/10.1017/s014754791800011x.
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AbstractUnderstandings of class have often been highly racialized and gendered. This article examines the efforts of white workers’ organizations in Southern Africa during the 1940s to forge such a class identity across the region and disseminate it among the international labor movement. For these organizations, the “real” working class was composed of white men who worked in mines, factories, and on the railways, something pertinent to contemporary understandings of class.The focus of these efforts was the Southern African Labour Congress, which brought together white trade unions and labor parties and sought to secure a place for them in the postwar world. These organizations embodied the politics of “white laborism,” an ideology which fused political radicalism and white domination, and they enjoyed some success in gaining acceptance in the international labor movement. Although most labor histories of the region have adopted a national framework, this article offers an integrated regional labor history.
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Iraki, X. N. „Is Kenya Facing East or West: An Empirical Analysis“. International Business Research 11, Nr. 12 (03.12.2018): 134. http://dx.doi.org/10.5539/ibr.v11n12p134.
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In the last two decades China’s economic influence in Africa has increased espoused by huge investment in infrastructure like roads, railways, airports and seaports. This has led many scholars to suggest that Africa is facing East away from the traditional West. The Western influence had permeated into governance, education religion and even consumption. Of interest is if China has successfully displaced the west from Africa in such a short time. This study investigates if Africa, in particular Kenya has really faced East (read China). We expect economies near each other geographically or are culturally close because of history e.g. colonialism to have highly correlated GDP growths. This is supported by gravity theory of trade. In this paper, GDP growth rates of Kenya and a selected number of countries from the West and East are correlated for a 50 years period. Analysis is then broken into decades to see the change in patterns. Analysis of correlations during the different Kenyan presidencies then before and after the cold war is carried out. All the data in this paper is sourced from World Development Indicators, a World Bank Data base. The hype about facing East for Kenya is not supported by data. Kenya in the last 20 years has looked East, but did not abandon the West. This dualism may change with Brexit, Trump in White House and envisaged Africa’s free trade area.
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Komakech, Robert Agwot, und Thomas Ogoro Ombati. „Belt and Road Initiative in Developing Countries: Lessons from Five Selected Countries in Africa“. Sustainability 15, Nr. 16 (14.08.2023): 12334. http://dx.doi.org/10.3390/su151612334.
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The Belt and Road Initiative (BRI) has become a household name for developing countries, especially in Africa. The BRI proposal by Chinese President Xi Jinping was positively received by many countries, including policymakers in China. In response, the Chinese Government committed to investing USD 1 trillion over ten years from 2013 to 2023. As a result, 152 countries signed a cooperation agreement with China to work under the BRI framework. The BRI has played a vital role in addressing the global infrastructures gap through the construction of modern highways, airports, high-speed railways, bridges, power generation (hydropower), and industrial parks. As a result, this has enhanced connectivity and economic growth between Asia, Europe, and Africa. Despite the BRI’s significant role in strengthening trade, infrastructure and investment links between China and other countries, there is limited literature on specific countries’ experience with the initiative. This study, therefore, will advance our understanding of the BRI, especially on the conceptualization of the term; comparative analysis of Africa–China relationships before and after the BRI; the benefits in relation to the “Five Connectivities” and the challenges the BRI is facing in Africa. The article is based on a literature review and case study as research methodologies mainly used the Policies, Projects, Initiatives, and Strategies (PPIS) as a data source. The study focuses on five African countries; Uganda, Kenya, Egypt, Djibouti, and Mozambique. These countries were selected purposefully for analysis because of their experience, long-term relationships with China, and strategic locations. The findings revealed that the BRI lacked a clear description and that it was difficult to distinguish between BRI projects and other regular economic or diplomatic relations. The study also identified four differences between Africa–China relationships before and after the BRI. Furthermore, the findings revealed that the BRI has positively contributed to all five connectivity pillars. However, the major challenges reported concerning the initiative from the various countries were: procurement corruption, low/lack of involvement of stakeholders, high compensation prices, labor violations, increasing debts, and environmental hazards. In conclusion, while the BRI has brought about significant infrastructure development and economic benefits, the project has also experienced some challenges. This study, therefore, contributes to the body of knowledge on China’s Belt and Road Initiative and its impact on African countries, specifically in Uganda, Kenya, Djibouti, Mozambique, and Egypt. The paper then provides conclusions and policy implications as well as future research opportunities in the current body of the literature.
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Zhao, Shengbo, Junheng Qi, Dongxue Li und Xingping Wang. „Land use change and its influencing factors along railways in Africa: A case study of the Ethiopian section of the Addis Ababa–Djibouti Railway“. Journal of Geographical Sciences 34, Nr. 6 (Juni 2024): 1128–56. http://dx.doi.org/10.1007/s11442-024-2242-y.
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Decker, Julio. „Lines in the sand: Railways and the archipelago of colonial territorialization in German Southwest Africa, 1897–1914“. Journal of Historical Geography 70 (Oktober 2020): 74–87. http://dx.doi.org/10.1016/j.jhg.2020.09.002.
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Ali Abbas, Hussein, Manimangai Mani, Wan Roselezam Wan Yahya und Hardev Kaur Jujar Singh. „The Different Types of Ethnic Affiliation in M. G. Vassanji's No New Land“. Advances in Language and Literary Studies 8, Nr. 1 (01.02.2017): 60. http://dx.doi.org/10.7575/aiac.alls.v.8n.1p.60.
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Establishing a sense of affiliation to ethnicity is one of the most controversial issues for people who are displaced in countries that are far away from their motherland. The colonisation of the British over Asia and Africa in the nineteenth century resulted in the mass movement of Indian workers from India to Africa. These workers were brought in to build railways that connected the British colonies in East Africa namely Kenya, Tanzania, and Uganda. While the arrival of the Indian workers is considered as a kind of colonial practice, but their deportation in the post-independence years is seen as a part of decolonization. These Indians were forced to leave Africa as they were blamed for being non supportive of the Africans who were then engaged in armed struggles against the British colonialists. This study is based on the lives of these deported Indians as depicted in the novel titled No New Land by M.G. Vassanji. M.G. Vassanji is a Canadian novelist whose family was also deported from Dar Esslaam, Tanzania. He also describes how the Indian Shamses were strict in affiliating with the different social and cultural background they found in their new home, Canada. This research examines the theme of affiliation and the experiences of these migrants. This study will show that South Asians in Canada are strict in their affiliation to their ethnic values. Secondly, it will expose the three types of affiliation and finally show how the author deals with affiliation as a part of the community’s ethnic record that must be documented.
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DOYLE, SHANE. „POPULATION DECLINE AND DELAYED RECOVERY IN BUNYORO, 1860–1960“. Journal of African History 41, Nr. 3 (September 2000): 429–58. http://dx.doi.org/10.1017/s0021853700007751.
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RAPID population growth is commonly depicted as one of the greatest problems facing modern Africa. For decades, the tendency of birth rates to exceed mortality rates has prompted predictions of land shortage, resource depletion and mass starvation. Underlying causes of high fertility are hypothesized to have been an unusually high demand for human agricultural labour, ‘traditional religious pronatalism’ and a ‘horror of barrenness’, while in some areas the later colonial period saw a shortening of the durations of post-partum sexual abstinence and lactation. Mortality decline from the 1920s is commonly linked to the establishment of cash crop economies, networks of roads and railways, and the diffusion of western medicine, maternity facilities, missionary activity and primary education. Yet the empirical evidence supporting this model of population growth is contradictory. Areas such as Buhaya, Buganda and Bunyoro should have experienced rapid demographic expansion by natural increase in the colonial period according to dominant theories but instead experts in the early decades of this century feared the extinction of the Haya, Ganda and Nyoro. This paper will attempt to explain why population decline among the Nyoro was more severe than anywhere else in colonial Uganda, and probably East Africa.
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Chinnobaiah, Sandeep. „A Business Development Strategy for India's Rail Company Ircon in Expanding Businesses to Asia, Africa and Middle East“. International Journal of Asian Business and Information Management 7, Nr. 4 (Oktober 2016): 19–35. http://dx.doi.org/10.4018/ijabim.2016100102.
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The Ircon is one of the key players in the market of transportation infrastructure development backed by Indian government and Indian railways. It has successful presence in various locations such as Malaysia, Algeria, Mozambique, Srilanka and India. The objective of the company is to expand globally to get lucrative projects simultaneously sustain competition locally and overseas. The idea is to devise a strategic marketing plan based on infrastructure spending data, location accessibility and market friendliness of the target market countries. The research design carried out was of comprehensive study of data collected from email survey, archive survey and depth interview analysis on various stages of business. The survey outcomes from exclusively selected respondents having international experience in construction business have indicated that infrastructure spending of a country is of utmost importance with 56% of survey response agreeing to it, similarly majority of respondents agreed that deciding factors like market entry plan, entry strategies and other attributes in markets.
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Stein, Serena, und Marc Kalina. „Becoming an Agricultural Growth Corridor“. Environment and Society 10, Nr. 1 (01.09.2019): 83–100. http://dx.doi.org/10.3167/ares.2019.100106.
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Agricultural growth corridors (AGCs) have begun proliferating across the actual and policy landscapes of southeastern Africa. Cast as an emerging megaproject strategy, AGCs combine the construction of large-scale logistics (i.e., roads, railways, ports) with attracting investment in commercial agribusiness and smallholder farming. While scholars have long attended to spatial development schemes in the Global South, literature on the rising AGCs of Africa’s eastern seaboard has only recently shifted from anticipatory to empirical studies as policy implementation reaches full force. The article reflects on a new crop of studies that confront the problem of tracing policy imaginaries to the people, places, practices, and ecologies shaped by AGC schemes. In contrast to scholarship that accepts corridors as given entities, we explore directions for research that interrogate the grounded yet provisional becoming of these megaprojects. At such sites, the return of high modernist development logics encapsulated by the corridor concept may be questioned.
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Shukra, Zahra Abdulhadi, Ying Zhou und Lingling Wang. „An Adaptable Conceptual Model for Construction Technology Transfer: The BRI in Africa, the Case of Ethiopia“. Sustainability 13, Nr. 6 (18.03.2021): 3376. http://dx.doi.org/10.3390/su13063376.
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Unlike other developmental relationships, BRI is the most promising icon in transforming the construction industry and built environment in Africa; the infrastructure developments like highways, bridges, skyscrapers, and aviation take in advanced construction technologies, methods, and skills. However, the technological capability of Chinese construction firms is not transferred in the highest capacity to the host countries. Nevertheless, the main focus is on delivering modern railways, highways, and skyscrapers. Thus, this research aimed to propose an adaptable technology transfer model by identifying the theoretical concepts in the body of knowledge, exploring the prior technology transfer models and the best experiences. The findings indicated that the BRI inclusive countries in Africa benefit from infrastructure development with an investment amount of more than US$33 billion with potential technology spillovers, but in an unplanned, and not best suited to their conditions because of the lack of a single-country-based technology, transfer model ahead of project implementation. Using a systems thinking approach and a causal loop diagram tool, the authors created a conceptual model to guide the Africa’s construction technology transfer through BRI. The research also examined case study projects in Ethiopia to assert the new model’s practicability over the existing processes. Moreover, the university–industry linkage structures, can facilitate the process through R&D and innovation in the whole project life cycle.
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Wright, L. „Third World Express : trains and “revolution” in Southern African poetry“. Literator 31, Nr. 1 (13.07.2010): 1–18. http://dx.doi.org/10.4102/lit.v31i1.34.
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This article examines political dimensions of the train metaphor in selected Southern African poems, some of them in English translation. Exploring work by Mongane Serote, B.W. Vilakazi, Demetrius Segooa, Phedi Tlhobolo, Thami Mseleku, Jeremy Cronin, Alan Lennox-Short, Anthony Farmer, Freedom T.V. Nyamubaya, Abduraghiem Johnstone and Mondli Gwala, the argument shows some of the ways in which the technological character of trains and railways is made to carry a message of political insurrection and revolution. The author shows that the political potential of the railway metaphor builds on the general response to railways evident in poems indebted to traditional African praise poetry. The article also demonstrates that political contention within different strands of the Southern African liberation movement could also find expression using the railway metaphor.
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Luka, Nathaniel Bobby Gimba, und Godwin Danjuma Kwalbe. „Exploring the history of colonial towns as centres of national integration: The example of Kafanchan Town, 1926-2011“. Integrity Journal of Arts and Humanities 5, Nr. 1 (30.04.2024): 33–39. http://dx.doi.org/10.31248/ijah2024.124.
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This paper is a critical inquiry into the process and evolution and urbanization of Kafanchan Town from 1926 to 2011. It is based on the appreciation of the impact of British colonial rule in Nigeria as against the usual dismissive Marxist approach to studying European activities in Africa. The research methodology adopted is an interpretation of both primary (oral/archival) and secondary (published) sources to reconstruct the history of the town. On concluding the work, the analysis of both primary and secondary sources traced the history of the town to the construction of the railway line from the eastern part of Nigeria that culminated into a station located on an uninhabited plot of land. This station is significant because it provided a system of transportation that serves as a link among Nigerians from different backgrounds and also precipitated the process of urbanization in this area. The town has evolved into a centre for national integration. From its beginning, it was cosmopolitan in nature thereby serving as a critical area in enhancing unity in a multicultural society like Nigeria. It started with the sheds erected as quarters for the construction workers and staff of the Nigerian Railways who were composed of diverse ethnic groups; some of the early workers were Yoruba, Igbo, Edo, Tiv, Hausa/Fulani, and the bulk of the natives. The paper therefore posits that colonial infrastructures as part of its economy had a positive impact in knitting the socio-political fabrics of the Nigerian area. This, if properly harnessed, would turn the tide of the much needed national integration in our heterogonous society for a progressive development.
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Visser, Wessel. „Between drought and deluge: A history of water provision to Beaufort West, ca. 1858-1955“. New Contree 85 (30.12.2020): 21. http://dx.doi.org/10.4102/nc.v85i0.31.
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Beaufort West was the first rural town in South Africa to receive municipal status as early as 1837. Situated in the arid interior of the country, the town has struggled with water provision and sufficient water supplies since its inception to the present day. In addition, the town is flanked by two rivers, which, in times of high rainfall or cloudbursts in the catchment areas, have caused severe flood damage since earliest times. Therefore, throughout its history Beaufort West has been trapped periodically between drought and deluge. The municipal council was challenged in its efforts to provide water to the needs of its growing population. Two outstanding events in this regard were the extension of the colonial railways to the town in 1880 and the outbreak of the South African War in 1899. In this article the quest for water to Beaufort West’s inhabitants is investigated since ca. 1858 until the completion of the Gamka Dam (1955) in the Nieuweveld Mountains some kilometres from Beaufort West. Besides the extraction of potable water from springs, weirs, boreholes, water mains, dams and reservoirs, the paper also highlights state involvement and the collision of national with local interests in the water procurement process. Although the centenary publication of WGH Vivier and S Vivier in 1969 on Beaufort West highlighted some aspects of the town’s water infrastructure developments, this study focuses in more detail on its water vulnerability especially in time of drought and the constant search for adequate alternative water sources.
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Karpov, Grigory. „The role and place of Indian diaspora in the colonial Kenya“. Genesis: исторические исследования, Nr. 11 (November 2021): 1–15. http://dx.doi.org/10.25136/2409-868x.2021.11.36732.
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This article examines the role of Indian diaspora in Kenya under colonial rule of the British Empire. Detailed analysis is conducted on the key prerequisites for migration from British India to East Africa, population dynamics and ethno-religious composition of South Asian communities. The author reviews the impact of migrants from South Asia upon the economy, politics, demographics, and healthcare of Kenyan society. Emphasis is place on examination of the contribution of Indian workers to the construction of railways and establishment of the local law enforcement system. Special attention is given to the relationship of Kenyans of Indian descent with European settlers and local populations. Methodological framework is comprised of the problematic-historical approach, comparative analysis, and a range of instruments offered by micro-history. The Indian diaspora in Kenya originated long before the colonial period; however, it expanded its presence in Africa only under the British rule. Immigrants from India have played an important role in the development of local business, industry and trade, being sort of guides of the achievements of Western civilization among the indigenous people, where the European natives were unable to work due to climatic peculiarities and severe living conditions. Up until Kenya declared independence in 1963, Indians were the so-called intermediaries between the Europeans and Africans, leaving in mind of the latter persistent negative associations of racial discrimination, entrepreneurial cynicism, and unscrupulousness. After the collapse of the colonial system, the Indian diaspora in Kenya has declined as a result of forced migration to metropole and Western countries.
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Ankomahene, Emmanuel, und Kassim Asimah. „Facilitating colonial exploitation of resources of the Gold Coast: The role of the Police force, 1894-1914“. Abibisem: Journal of African Culture and Civilization 8 (01.12.2019): 1–19. http://dx.doi.org/10.47963/ajacc.v8i.853.
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Euro-African interactions between the 15th and 20th centuries were mainly motivated by the desire to exploit the economic resources of Africa. To ensure a peaceful exploitation of resources in the Gold Coast, the British policed their forts and castles for the peaceful conduct of trade. Even though policing in the Gold Coast was not a structured institution before its official establishment in 1894 by the British, it was an important institution in the administration of the colony. After the enactment of the 1894 ordinance, the Gold Coast Constabulary was renamed the Gold Coast Police Force. The police institution from this period operated under a standardized structure in the British-controlled areas of the Gold Coast. Using information from archival and secondary sources, this paper explores within a historical context, the extent to which the colonial Police Force facilitated the exploitation of the resources of the Gold Coast between 1894 and 1914. To achieve this, the study looks at the changing structure andfunctions of the Gold Coast Police Force from 1894 to 1914. One key argument of this paper is that to ensure a peaceful exploitation of colonial resources, the colonial government upon investing heavily in infrastructure (roads, railways, and communication), set up the Police Force to protect these investments. Moreover, the British economic interest and policy outcomes (acquisition of resources of the Gold Coast) between 1894 and 1914 dictated the structure and functions of the Police Force for the peaceful conduct of trade. The paper finally demonstrates that through the performance of the Gold Coast Police Force, the British by the end of 1914 had vastly exploited the resources of the Gold Coast to their advantage.
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Naz, Hadiqa, und Saima Parveen. „CHINA PAKISTAN ECONOMIC CORRIDOR: STRATEGIC SIGNIFICANCE FOR CHINA AND PAKISTAN“. Journal of Higher Education and Development Studies (JHEDS) 2, Nr. 1 (01.12.2022): 35–50. http://dx.doi.org/10.59219/jheds.v2i1.10.
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The China-Pakistan Economic Corridor (CPEC) is the part of the People’s Republic of China vision Belt and Road initiative. It is a collection of infrastructure, energy, and technology projects which is currently being constructed throughout in the Islamic Republic of Pakistan and the western Xinjiang region of China. CPEC is considered as a game changer for Pakistan economy. The corridor will connect Kashaghar in Western China with the port of Gwader in Pakistan on the Arabia Sea, serving as a gateway to the Middle East, Africa, and Central Asia. For the project China give low interest loans to the Pakistani government with the total planned investment of USD 46 billion. Being a mega project for both countries it will bring prosperity and economic stability. It will enhance Pakistan infrastructure (roads, railways and telecommunication), overcome energy crises, develop trade, modernize and develop agriculture and manufactured industry and will promote people to people contact which is a very important factor for trade. It will also protect China energy sources and will develop its western region. This paper tends to discuss the strategic impact of CPEC on Islamic Republic of Pakistan and to determine which benefits China hopes to achieve from CPEC. Finally, it examine that how Pakistan and China will maintain the operationalization of CPEC.
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Omoruyi, Ehizuelen Michael Mitchell. „Identifying Forward and Backward Linkages From China's Infrastructure Investment in Africa“. Journal of Comparative Asian Development 18, Nr. 1 (Januar 2021): 1–31. http://dx.doi.org/10.4018/jcad.2021010101.
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The continent of Africa must industrialize to eradicate poverty and create jobs for its 12 million African youth who join its workforce yearly. One of the major factors hindering industrialization has been the insufficient stock of productive infrastructure that would permit companies to thrive in industries with robust comparative advantage. Within the context of Africa-China cooperation, China has emerged as a key partner to several African nations, including financing as well as constructing large-scale infrastructure projects. With emphasis on the Tazara railway, Mombasa-Nairobi railway, and Ghana Bui hydropower dam, this paper employs backward and forward linkages theory to investigate what role these three Chinese-led infrastructure projects play in African infrastructure development and what the infrastructure investment leads to concerning creating new opportunities and businesses for Africa. The paper discovers that these three Chinese-led infrastructure projects have multiple gains and linkages for and beyond the three various projects areas. Above all, these three Chinese-led infrastructure projects were seen by the Chinese government to fulfil its goals in Africa.
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Prinanda, Devita, und Haryo Prasodjo. „Indonesia's Trade Policy Strategy through the Rail Industry for the Train Market in Africa“. Media Trend 18, Nr. 1 (31.05.2023): 102–19. http://dx.doi.org/10.21107/mediatrend.v18i1.17337.
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The Indonesian Railway Industry (INKA) has increased its export production, especially to other developing countries such as Bangladesh, the Philippines, and others. Since 2018, Indonesia has explored the railway industry market in Africa. However, several challenges such as market competition with China and Europe, the distance between Indonesia and Africa, as well as the purchasing power of the African region with the majority of developing and less developed countries are important notes for Indonesia's strategy. This research will discuss the opportunities, challenges, and strategies of INKA in exporting trains in the African region. The analysis of this research uses international trade politics through the Pure Exchange Model of Trade and Strategic Trade Policy. The Pure Exchange Model of Trade is used to explain INKA's position in international trade to understand INKA's opportunities and challenges in Africa. Meanwhile, Strategic Trade Policy is used to describe Indonesia's strategy in advancing the Indonesian Railway Industry in Africa. The results of the study show that Indonesia provides support through a series of policies such as subsidies and diplomacy to obtain projects in Africa. In the process, INKA experienced challenges such as intense competition. However, many opportunities are presented by INKA in terms of the quality factor and the government's persuasive ability.
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Hunt, K. S. „The Blaauwkrantz bridge“. New Contree 5 (12.07.2024): 6. http://dx.doi.org/10.4102/nc.v5i0.835.
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The opening of the Blaauwkrantz Bridge in 1884 was an important link in the completion of the railway line-between Grahamstown and Port Alfred. This line proved a boon to farmers of the area and to businessmen in Grahamstown and Port Alfred. For the private company who built the line, however, it was not a financial success, and in 1913 it was taken over by the South African Railways and integrated into their railway system. Unable to cope with the increased traffic and the heavier rolling stock, the original Blaauwkrantz Bridge was eventually replaced by a new one. The old bridge, however, is still remembered for a railway disaster in April 1911 in which twenty eight people were killed.
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ODUNTAN, OLUWATOYIN. „The Roots of “Apes Obey!”“. Journal of West African History 7, Nr. 2 (01.09.2021): 91–114. http://dx.doi.org/10.2307/48642060.
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Abstract In general, many accounts of labor Other African workers against industrialization, scientific discoveries, and technology reduce them to immutable categories of farmers, laborers, proletariat, craftsmen, diggers, etc. The history of railway construction in Nigeria has been typically rendered without due recognition for the roles of native workers except as laborers—as tools of colonial infrastructure and as resistors of it. The lopsidedness of the archives and historical methodology silence the adaptations, innovations, and professionalism of indigenous workers. This article revisits conventional accounts of the construction of the Lagos railways and the Niger Bridge (1907–16) by pointing attention to indigenous workers who, despite their contributions and the reliance of the railways on them, were never designated as professional by the colonial public service, and whose records may not be found in the colonial archive. By demonstrating the incompleteness of contemporary engineering and the shared adaptions of innovation, it recovers a more complete scope of the history of labor in railway construction.
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Chinomona, Elizabeth, Chengedzai Mafini und Chriss Narick Mangoukou Ngouapegne. „Corporate sustainability and customer loyalty: the case of the railway industry“. Corporate Ownership and Control 13, Nr. 3 (2016): 445–55. http://dx.doi.org/10.22495/cocv13i3c3p3.
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Introduction of the mass rapid transit railway system through the Gautrain has not only addressed the transport issue in South Africa but has also motivated and promoted the country’s economic growth by creating employment. Despite the increase in research focusing on the importance of the Gautrain to the South African economy, the influence of perceived convenience, image and safety on commuter satisfaction and loyalty in the South African mass rapid transit railway system context is still limited. This paper used a data collected from 206 Gautrain commuters in the Gauteng province of South Africa to examine the interplay between perceived convenience, image, safety, commuter satisfaction and loyalty. Smart PLS software technique was used to statistically analyse the measurement and structural models. The results revealed that perceived convenience, image and safety positively influenced commuter satisfaction, which, in turn, influenced commuter loyalty. These results may be used by marketers in mass public railway systems to initiate strategies intended to increase both commuter satisfaction and loyalty
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Bahoo, Salman, Sohail Saeed, M. Javed Iqbal und Shahid Nawaz. „Role of China-Pakistan Economic Corridor in Pakistan’s Trade, Investment, Energy, Infrastructure, and Stock Market“. JISR management and social sciences & economics 16, Nr. 1 (30.06.2018): 63–83. http://dx.doi.org/10.31384/jisrmsse/2018.16.1.5.
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The beginning of 21st century is considered as atmosphere of economic globalization and geo-strategic partnership among countries. The China-Pakistan Economic Corridor (CPEC) is one of such partnership that will connect these two countries with Asia, Africa and Middle East. The CPEC agreement includes projects of energy, Gwadar port, highways, railways and others having total investment of 46 billion U.S $. In this study, we have examined business articles, news articles, facts and figures under content analysis to test the potential impact of CPEC on Pakistan’s trade, investment, energy, and infrastructure. We may conclude that at present CPEC has limited impact, but it will increase on completion of CPEC. We have also analyzed impact of CPEC on Pakistan Stock Market (PSX) by using idea of event study and have identified four events from start of CPEC (April 2015) to purchase of 40% share of Pakistan Stock Exchange (PSX) by China (December 2016). We established theoretically and practically that CPEC has positive impact on stock market. This finding is supported by practical occurrences that Morgan Stanley Capital International (MSCI) announced to include Pakistan index in Emerging Market Index and Bloomberg ranked Pakistan index as 5th best performing stock around the world in 2016.Overall the CPEC is game changer for the Pakistan economy and will support to China as well as to achieve its targets.
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Penvenne, Jeanne. „Simon E. Katzenellenbogen, South Africa and Southern Mozambique: Labour, Railways and Trade in the Making of a Relationship, Manchester: Manchester University Press, 1982, 178 pp., £18.“ Africa 55, Nr. 1 (Januar 1985): 106–7. http://dx.doi.org/10.2307/1159853.
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