Chapter 344: The Indian Ocean Capital—Dar es Salaam
August.
Dar es Salaam.
Today, Dar es Salaam is as lively as ever. Although most ships heading from Europe to the Far East choose to sail through the Suez Canal—thereby challenging the strategic significance of the East African coast—the Suez Canal also shortens the distance for direct voyages from Europe to East Africa's shores. Coupled with the launching of new vessels by Hechingen Oceanic Trade Company, maritime routes along East Africa's coast remain busy.
By leveraging five hubs— the Far East, the Middle East, the Mediterranean, Central/Eastern Europe, and East Africa—Hechingen Oceanic Trade has grown into one of the world's foremost shipping companies. Grain, industrial raw materials, manufactured goods, and migrant transport are the four major segments supporting Hechingen Oceanic Trade as the top shipping line in Germany, and arguably the entire world. They own four large shipyards (the Trieste Shipyard, Hamburg Shipyard, Venice Shipyard, and the newly operational Bagamoyo Shipyard) and have a fleet of 73 steamships and 254 sailing vessels. By tonnage alone, they exceed most countries.
Though in theory Hechingen Oceanic Trade should be split into a "German" segment and an "Austrian" segment, it in fact serves East Africa above all. East Africa's private merchant marine is basically zero, so the Hechingen royal enterprise dominates, an advanced mega-monopoly. Around the globe, most monopolies are only just forming—like Standard Oil in America, founded last year, which truly exploded after the (original history) 1873 economic crisis. By contrast, the Hechingen Consortium, monopolizing East Africa while also dominating Germany's trade with the Far East, is already a unique case.
In some ways, the Consortium has a predecessor in Britain's East India Company; the two are somewhat similar, though Hechingen's scope is broader. Since Hechingen Oceanic Trade was set up, it hasn't actually turned much profit, sometimes operating at a loss—constantly investing capital in shipbuilding and acquisitions, plus occasionally running money-losing migrant routes in order to transport people to East Africa. But without Hechingen Oceanic Trade, the East African Kingdom as it is today wouldn't exist at all. Even Hechingen's role as the commercial leader of the German community in the Far East stems from that shipping line. A vast number of German merchants rely on Hechingen's ships to connect with the Far Eastern governments, so German capital can advance swiftly in northeast Asia.
Of course, the Consortium must also devote major energy to East Africa itself. Ultimately, East Africa is the main priority, whereas the Far East is bound to fall eventually, so they might as well seize the Far Eastern market themselves. Austrian merchants are the most energetic in the Far East, which annoys Ernst. In the old days, when he urged them to invest in East Africa, they were all reluctant—only a few small factories in the Northern Industrial Zone, mostly in Mombasa. Except for a medium-scale textile plant in Nairobi, the Austrians barely touched the big "northern industrial belt" plan. Hechingen ended up footing the bill itself. But in the Far East, their attitude completely changed—everyone knows the region is a goldmine. The Austrian government, though, has neither the capacity nor willingness to support them in Asia, so they rely on the Hechingen Consortium. When they need official backing, they look to the East African embassy because their own envoy is stationed in Japan and rarely around.
Likewise for the Germans. Although Germany is mindful of Asia, their interests there are tiny. They can't challenge Britain, France, or even the Netherlands. The German diaspora that was scattered across multiple North German states is only just forming a united presence post-unification. Hence, the Hechingen Consortium emerges as the champion for German-speaking business in the Far East. The so-called "foreign capital" in the Huaihai Economic Zone is collectively funded by German, Austrian, and East African business groups. The Consortium's actual stake is under 20%, the Far Eastern government and private groups hold about 40%, and the rest—about 45%—is split among Austria and Germany, with Austrian merchants alone taking over 30%. They're the largest single investor in the Huaihai region.
Under the Self-Strengthening Movement, the Far Eastern government also invests in state-run enterprises, but those are concentrated along the Yangtze Valley and southeastern coasts. Up north, forced by East Africa, they set up the "Huaihai Economic Zone." Indeed, the capital region (Zhili Province) would have superior conditions—population, economy, transport—but it's the imperial heartland. Not even the British and French can gain a foothold there.
…
With its latest urban renovations finished, Dar es Salaam presents a brand-new look. Even though the primary shipping route has shifted elsewhere, causing many vessels to bypass Dar es Salaam, a strong "consumer habit" remains. Plenty of Indian Ocean sailors and merchants still prefer to shop or unwind there; they even encourage their friends to join them. Besides the city's pleasant environment, it has the most complete infrastructure. Dar es Salaam's casinos, celebrated for fairness and honest play, have earned the acclaim of gamblers, who feel safe from crooked operators. And thanks to the dedicated local police, winners generally don't fear being robbed.
On a more personal level, the city has no shortage of Japanese-style dance halls and foot-soak spas—though whether they're legitimate is anyone's guess. The only real restriction is that no mind-altering contraband is sold here, though seafarers can bring their own for personal use as long as they keep it within the foreign commercial district (the original open area) and don't give it to East Africans.
In the previous era, a saying went, "The most lucrative businesses are all listed in the Constitution." Dar es Salaam takes two of the big ones in a single swoop. Beyond those, the city's barbershops are also famous throughout the Indian Ocean. Since regaining awareness, Ernst found European barbershops too backward, so he developed a manual hair clipper, one of only two patents (along with a Gillette razor) under his name. East Africa has to handle daily disinfection and quarantine for incoming immigrants, which includes tidying up their hair. East African barbers thus amass lots of hands-on experience. With advanced tools, barbers in Dar es Salaam and Mombasa have become extremely popular among Indian Ocean sailors, who come specifically to trim their hair or beards. Those barbers are recognized as "world-class Tony teachers," far surpassing Europe or America in skill.
At the same time, Dar es Salaam is also the "city of goods" along the Indian Ocean—an abundance of items, covering every need of daily life. People from France's Madagascar colony, Britain's Cape Colony, Portugal's Mozambique, and the Sultanate of Zanzibar all come to Dar es Salaam or Mombasa to do their shopping. Moreover, Dar es Salaam's restaurants and hotels rank among the Indian Ocean's best. With fusion cuisine from both East and West, thoroughly European-style architecture, top-quality housing, and courteous service, the city draws countless Arab tycoons and colonial officials alike.
Bars are another big draw. White liquor, rice wine, red wine, and East Africa's "banana beer," among others. In white spirits alone, there's vodka from cold climates and Fenjiu or Huadiao from the East, plus brandy and whiskey. Red wine is mainly Austrian or southern German brands, while beer is relatively limited.
Such an extensive selection of alcohol has prompted the growth of many bars, making Dar es Salaam the undisputed "liquor capital" of the Indian Ocean coast. Yet that also increases the police's dispatch frequency and the workload of sanitation workers—street drunks, scattered bottles, and kegs are something of a city hallmark.
Many travelers here are of lower "quality," tossing fruit peels and bottles onto the road despite abundant trash bins, ignoring the city's world-leading density of public restrooms and continuing to relieve themselves anywhere. Since it's an open commercial zone, the East African government can't be too strict—they're all paying customers after all, so it falls on the sanitation workers to clean up. Fortunately, Dar es Salaam is a seaside city with roads of large stone slabs and well-developed drains. A good rain flushes away grime and dust into the sea. The streets rarely reek, and the air stays fresh. Thanks to abundant greenery, even with tourists' poor manners, Dar es Salaam remains a "garden city" of the Indian Ocean.
Dar es Salaam is also the region's communications hub—serving primarily European expats in the western Indian Ocean. People can use the telegraph here, faster and cheaper, to contact family in Europe. The wildest example is the Portuguese colony of Mozambique wiring home via East Africa's system. Although telegraph rates are steep, they're still cheaper and more convenient than shipping messages.
All these advantages only scratch the surface. The city is also a financial center, a commercial center, and a shipping center for the Indian Ocean coastline. Combining all these factors, Dar es Salaam, with only eighty thousand permanent residents, stands as the region's most advanced city. Its success relies on its natural strategic location. Its main rival is Mombasa, but across from Dar es Salaam lies the Sultanate of Zanzibar, home to wealthy Arab merchants. To the south lie various European colonies in East Africa, which prefer Dar es Salaam for trade.
So Dar es Salaam can be called the "only truly international commercial city south of the Sahara." It's also a crucial revenue source for the East African government.
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