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      "body": "Olá.\n@gazetagaleguia pretende poñer en valor as persoas que falan arredor dos sitios que manteñen a fala portuguesa como parte do seu patrimoio. \nTeu post foi mencionado na [nosa revista de hoje](https://steemit.com/photography/@gazetagaleguia/angola-5-imaxes-e-unha-contextualizacion)\nObrigadas polas túas colaboracións\n\nHello there:\n@gazetagaleguia wants valorize the people who speak in steemit from everywhere maintains the portuguese language.\nYour post has mentioned in  [our today magazine](https://steemit.com/photography/@gazetagaleguia/angola-5-imaxes-e-unha-contextualizacion)\nThanks a lot for your contributions.",
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      "title": "'Angola model' as a Chinese investment strategy",
      "body": "‘Angola model’ as a Chinese investment strategy\n\nIn the last years the escalating Chinese infrastructural investments in Angola got significant attention. These investments aroused interest among scientists. After the examination we can determine that for the Chinese infrastructural investments have deeper interests than just develop the Angolan poor infrastructure conditions. The main purpose of these investment that to be able to obtain permission in order to be a part of the raw material extraction of the country after the extracted materials are export to China. This kind of Chinese infrastructural investment strategy we called ‘Angola model’. How do they really create, organise these investments and why this got the name of Angola model, I will explain these in the following paragraphs. \n![AAEAAQAAAAAAAAR_AAAAJDUxZmYzN2I1LWUwZjQtNDU1YS05MGE4LWU2Y2IwNTUzMTAxZQ.jpg](https://steemitimages.com/DQmXv95sdcb8Qk193BpZGzxA9XjPKMvD984avB1bqiWyMwv/AAEAAQAAAAAAAAR_AAAAJDUxZmYzN2I1LWUwZjQtNDU1YS05MGE4LWU2Y2IwNTUzMTAxZQ.jpg)\nThe Chinese and African countries relationships are determined by institutional arrangement of the host country especially what level of the democratic system and what level of the inclusive institutional system be there. For instance, Ethiopia has relatively democratic and inclusive institutional system in comparsion with other African countries, as a result the Chinese infrastructural investment inducted genuine economic development in Ethiopia like the Ethiopian-Djibouti railway project. However, in Angola the complete absence of the inclusive institutional system is experienced and the elite is intentionally maintain the weak democratic system along with serious social inequalities too. Furthermore, Angola has a huge amount of undigested raw material quarry especially crude oil. The combination of these two factors, the absence of the inclusive institutional system and the existence of the huge amount of raw materials provide that China be able to apply special investment strategies in some African countries that we call ‘Angola model’. \nThe Chinese relationship with Angola was created after the end of the civil war when Angola was needed significant material and political support because the civil war annihilated almost the total infrastructure of the country. Consequently, the Angolan government initiated the negotiations with the International Monetary Fund (IMF) to obtain remarkable grants. The IMF was ready to remittance the needed grants but only then if the government compliance the strict requirement of IMF like the enhance of transparency. According to the plans the government would had had to publicize the revenue from the sales of oil and the expenditures of government. IMF also demanded that the government create the stability of macroeconomic, shrinking the inflation and diminish the public expenditures. They insisted that the government especially address the elimination of the poverty and generally increase the wages. These requirements of IMF were completely opposite with will of the government of Angola. Therefore, many negotiation were failed but in 2003 both party were pretty close to the arrangement however in that year China got in touch with Dos Santos, the president of Angola and he started to the negotiations with the Chinese Ex-Im Bank about the credit terms. It quickly turns out that the credit conditions of the Chinese Ex-Im Bank were more auspicious for the elite of the host country, because China did not expect that Angola move forward to more democratic institution system like the requirement of IMF. In that situation China represented the “non-intervention policy” which does not expect any economic recovery strategy for the credit from the host country and this policy is the most auspicious for the Angolan elite. Due to the negotiations in 2004 the Chinese Ex-Im Bank transferred 4,5 billion dollars loan for the government of Angola. But it is important to note that credit was oil backed loan it means that if Angola will not be able to replay the loan it can replace the installment with crude oil export to China. The China-Angola economic relationship was generated with this loan arrangement as a result the Chinese special investment strategy, the Angola model can be stated. \n![102-chinacredita.jpg](https://steemitimages.com/DQmai1JTvLE27B4FZ4hrREkAH48yBQZyDvu2S652Dk9HR6z/102-chinacredita.jpg)\nThe Chinese government shows a lot of interest to the national development programs, it means that China predilection finance and implements the investments that created within the framework of the national projects. – It was such a project the residential building construction strategy after the election of Dos Santos that purpose was to build 1 million flats. The Kilamba gated community was created within the framework of that project, according to the local public opinion it is a ghost city, because nobody lives there but China financed and implemented the construction.  (Benazeraf et.al. 2014) – In most cases the Chinese Ex-Im Bank provides loans for the infrastructural investments and mostly these are raw material backed loans, after that generally a Chinese state-owned company implement the project. The Ex-Im Bank directly remittance the loan to the Chinese company (which carry out the project) to ensure their totally control of the project. The reason for that the Chinese bank try to alleviate risk of the loan with that to bypass the Angolan uncertain financial system. This kind of investment strategy ensure to China to be able to create and maintain a close economic relationship with Angola and to be able to enhance their interests in the oil fields. The purpose of Chinese investment strategies to intensify the political capital accumulation through to provide raw material backed loans to the host countries. The Angolan model, as a Chinese investment strategy are determined by three main component co-existence: (i) the degree of conditional investment risks, (ii) the availability of raw material to the source, (iii) and gaining political influence in the host country. \nAfter the oil backed loan arrangement the Angolan government submitted public tenders for the construction projects, but the 70% of the winners were Chinese companies. The rest 30% of the winners were local companies in order to ensure the Angolan participation of the projects and probably to ensure the minimum proportion of the local workers on the projects, because there were serious demonstrations about the low local worker proportion of on the projects. Over the years China modified their investment strategy because they figured out in order to sustain their strategy they had to gain the focus to the capacity enhancement, training for the local workers. It is typical of the Angola model to mostly hire Chinese workers on the constructions so the local workers do not take advantage of each projects and also the most primary commodity are imported from China. However, we need to know that in the most host countries are absence of skilled workers but abundant in low skilled workers and in this part China could have intensify the proportion of the local workers. In most cases the host countries are absence of appropriate quality and quantity of primary commodity or supplier company therefore the high proportion of Chinese primary commodity and workers import in some cases is necessary. \n![001aa0ba5c85110accba01.jpg](https://steemitimages.com/DQmRwPHhLnDvSCEG3gZ3zZ6eQajDKpeF9JaSPhXVWVr8n2u/001aa0ba5c85110accba01.jpg)\nI consider it interesting to present how China acquired influence on Angolan oil fields through the Angolan model. I have just been introduced Chinese infrastructure investments and loans granted proves for the Chinese companies to be able to acquire concession rights in the host countries. This is the most important driving force of the Angolan model to through the infrastructure investments the Chinese banks provide loans for developing countries and these loans are usually used by Chinese companies to be able to carry out the investment projects. As a result of these projects the Chinese companies successfully acquire concession rights for the mining of the host country’s raw materials or be able to acquire ownership some state-owned company which also deal with natural resourcing mining.  The first such investment was executed in Angola in 2004 by the Chinese Sinopec Group. As a result of that this company acquired 50% ownership in the Angolan Block 18 oil field. The most interesting situation of the acquisition that this is coincide the first installment of the Chinese Ex-Im Bank 4.5 billion dollars loan that have provided formerly to Angola, but the Angola could not be able to pay this installment. Furthermore, formerly they have signed the agreement for this 50% ownership acquisition with the Indian ONGC Videsh oil company, but suddenly the Angolan government canceled this agreement and signed with the Sinopec Group instead of the Indian company. Then the Sinopec Group acquired newer exploitation rights in Angola so that the government did not extend the contract with the Total company. This acquisition also coincided statement of the Chinese Ex-Im Bank that the bank will proved 2 billion dollars credit line for the government for infrastructure investments. In fact, this was the first time when Chinese oil company entered into the Sub-Saharan region and probably the application of the Angolan model has contributed significantly to this. It is important to mention there is no direct proven relationship between the loans provided by Chinese Ex-Im Bank, the infrastructure investments and the Sinopec expansion but we can conclude that it has strong relationship.\nIt is visible, that the Chinese investment strategy is pretty complex and often impenetrable. Nevertheless, from the certain infrastructure projects and revealed loans can conclude that the main goals of these investments not just the development rather to be able to acquire concession rights for the natural resource mining and consequently be able to ensure the long-term profit. The presented Sinopec expansion on the Angolan oil fields is show that the Angola model as investment strategy could not be obviously identified. However, from other circumstances can conclude that this strategy was used by China to be able to reach their long-term goals. Ergo this kind of Chinese investment strategy got the name of Angola model because probably it was used at first in Angola in the African continent in order to China get concession right through the investment projects. However, China also use this Angola model in other African developing countries which have the similar institution system and possess huge undigested natural resources like Angola. \n \nSources:\n•\tLucy Corkin – Uneasy allies: China’s evolving relation with Angola, 2011 – Journal of Contemporary African Studies Vol. 29, No.2, April 2011, 169-180 http://www.tandfonline.com/doi/abs/10.1080/02589001.2011.555192?journalCode=cjca20 \n•\tDavid Benazeraf and Ana Alves - ‘Oil for Housing’: Chinese- built New Towns in Angola, 2014 – Policy Briefing 88, Global Powers and Africa Programme\nhttp://dspace.africaportal.org/jspui/bitstream/123456789/34713/1/saia_spb_88_%20Benazeraf%20&%20Alves_20140416.pdf?1",
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      "title": "How could influence the new railway the Ethiopian economy?",
      "body": "The 780 km railway that connect Ethiopian capital city, Addis Abbaba to Djibouti capital city, Dire Dawat was built in early 1900’s by the French government. Thereafter this line has became totally useless, because the lack of railway line and train maintenance and incompetence of the leaders and employee. Therefore the role of trade of railway gradually began to decrease then almost stopped completely by the end of 1900’s, because the delivery fees was so high than it was worth to transport it by trucks to the Red Sea. In 2013 to transport the commodities to the Red Sea from Ethiopia by trucks lasted for 3-4 days, the same by train lasted 10-12 days. Despite this poor infrastructural conditions, Ethiopia can produce significant economic growth each year. \nThe Ethiopian government have been planned for a long time to renew this railway line to be able to increase better the economic growth. Furthermore they would like to achieve their five years plan (Growth and Transformation Plan), which aim is to be able to increase the GDP with 10 percent by 2015. For this railway reconstruction have been created more scenario. In one they wanted to replace the old trains and to accomplish the most necessary maintenances, in the other they wanted to create a complex railway repair which contain the replace of trains and rails. Nevertheless, the Ethiopian government always run into financing obstacles, but the Chinese government has been approaching to Ethiopian officials to initiate the negotiation about this financing of this railway project. But it worth to notice the Chinese diplomats stick to construct a brand new railway line instead of renovate the existing line. (Dipti,2016)\nThe feasibility team of the railway project were created in early 2011, that encompass Chinese, Russian and Ethiopian experts. This team goals to examine and create the technical details of the project. The feasibility study was created as the result of eight-month research, that already contained the entire details of the planned railway project. At the same time the Chinese government and companies started to negotiate with the Ethiopian government and the leaders of Ethiopian railway Corporation about opportunities of feasibility of the planned project. (Yewardsen,2016) The governments agree on the payment terms. The 70% of expenses of the project will foot by Chinese Exim Bank, the Development Bank of China and the Industrial and Commercial Bank of China (ICBC), however the remaining 30% of the expenses will have to foot the Ethiopian government. The Chinese banks agreed in 15-years loan with the Ethiopian government, that has a three percent interest rate. The Djibouti government also has been involved to the appropriate parts of the negotiation because the planned railway goes throught Djibouti for 100 kilometers. It worth to remembering the Chinese Exim Bank financed the expenditures of Djibouti and the Ethiopian government shouldered guarantee to the loan of Djibouti. (Maasho,2011)\nIn addition, the feasibility study encompass a clause that clearly state the planned railway will have to construct by the Chinese technological standards. This means the rails will be created with special gauge, furthermore other special technical conditions will be determined by Chinese assigns. Moreover, solely China will supply technology of construction, build the high-tech communication lines and electrified equipment, they will supply the locomotives, trains and other equipment which are necessary for the operation. Initially the Ethiopian government expressed their complained about the stringent terms but finally the conditions and obligations were accepted. Nevertheless also the local implementers had complain about the adopted Chines technologies and standards, as Wu Xiaoling the responsible for the construction project declares. “When we started to the construction suddenly one local implementers questioned the necessary of reinforced steal rods.  However when we introduced the unquestionable evidence of necessary of these Chinese technologies, immediately disappeared the concerns and doubts.” (Ipsos, 2016) The contract also encompass that Chinese employee will provide technical assistance for 2 years after the construction. Furthermore they will contribute to maintenance process, teaches local labor to acquire the appropriate skills for 6 years. Chinese put great emphasis for these process because they could learn from the French railway project which failed because of the lack of maintenance, lack of well-qualified workforce. These deficiency led to this railway has become useless. (Xiaolei, 2016) (Qingfen, 2011) In my opinion the Chinese party would like to avoid this failures with these strict regulations to the Chinese financed railway project-induced economic development over the years will not diminish because of the lack of maintenance and appropriate workforce. \nThe Ethiopian Government, the Ethiopian Railway Corporation and the Djiboutian Government agreed with Chinese banks and companies about the financial details of the project. In 2011 the tenders were conducted and as a result two company were chosen for the construction. The right of construction of the first part of the project were won by China Railway Group, then in October 2011 the contract was signed in the Ethiopian Foreign Office. Under the contract 320 km railway should have to be constructed from Sebeta to Meiso by the China Railway Group, the total value of this project was 1.842 billion USD.  The right of the construction of the second part of the project were won by the China Civil Engineering Constriction Corporation (CCECC), this contract was also signed in the Ethiopian FO in December 2011. The CCECC had to constructed the railway from Meiso to the Djibouti border, which value was 1.12 billion USD. The right of the construction of remaining railway section were won by CCOCC. This project situated in Djibouti this length was 96 km and total value was 515 million USD. The total railway project that connect Addis Ababa to Djibouti port was 752 km length and costed in 3.5 billion USD. (Yewardsen, 2016)\nThe most modern, completely electrified 752 km railway line between Ethiopia and Djibouti were handed over in 2016. Then the railway line between Djibouti border and port were handed over in early 2017 on the brand new Nagad railway station. (Addis Fortune, 2017) The railway in Ethiopia was activated after the handover, however only freight transport took place, the passenger transport started only on mid of 2017. On the very first way food cargos were arrived to the strucked by drought fields. Meng Fengchao the Chief Executive Officer of the China Railway Construction declared on the opening that two kind of successful model were  adopted by the project, on the one hand that was the first time when railway that based on fully Chinese standards were constructed overseas, on the other hand the constructed railway will positively contribute to the creation of industrial parks, logistic centers, property investments designed by Ethiopian government.  (Qingfen, 2011)\n\nThe economic impacts of the railway project \nThis railway project can have remarkable economic impact for both countries. Ethiopia did not yet have direct connection to port of Djibouti where the 90% of Ethiopian export are delivered and where the Ethiopian import are derived. So far Ethiopian export and import are delivered on the neglected and low-grade roads that completely ineffectiveness. But so far they could not organized that another alternative way. The highest proportion of the export-import products between the two countries were delivered by Ethiopian and Djibouti forwarding companies. Nevertheless, this services are so costly especially the Djibouti companies has higher delivery fees.  For instance an Ethiopian company delivers the products between Addis Ababa and the port of Red Sea that cost are 1500 dollars. The same way if the Djibouti company delivers are cost 3000 dollars. This main reason why Ethiopian companies dominate the market. Other ineffectiveness problem the bulk of return trucks are empty and that increase the cost of one way cargo. Furthermore it is important to note the road transport is not just costly but also time-consuming. Generally one way carriage by truck from Addis Ababa to the port lasts for 3-4 days and vice versa. Nevertheless the railway will be able to rectify these problems because the average freight cost can reduce it from 45 dollar/ton to 15-34 dollar/ton. It’s important to note the delivery time also reduce from 3-4 days to 10-12 hours. (Dipri, 2016) This is very important factor because it also happens that the freight arrives from Hong Kong to Djibouti port in few days and from Djibouti to Addis Abbaba the freight arrives in the same time. As a result the Ethiopian economy can develop a lot in a future to the effect of the railway construction because of the diminishing freight costs and delivery time and the effect of the railway can create much calculable freights. The Ethiopian foreign trade can be develop between China, Europe and USA. The supreme commodity of Ethiopia are coffee beans, herbs, vegetables, this commodities will be able to more and be able to increase these yields thanks to the auspicious delivery circumstances. (Workman, 2017) The reducing freight cost will be able to diminish the import commodities price and that be able to increase the competitiveness of Ethiopian export commodities compared to foreign economies. \nThe railway construction has other positive effects the truck traffic will significantly reduce as a result the air pollution from the transport will be decrease and also will be lessen the necessary of the petroleum import. Nevertheless no signal article deal with the truck driver prospects who maybe will lose their job because of the railway expansion. Completely the necessary of the truck drivers will not be disappear because from the railway stations have to be moved the freight to the terminus by trucks. It may happen that the operation of the railway will be absorb the certain proportion of the truck drivers who will be lose their jobs.\nThe effect of railway project can be created many new workplaces among skilled and unskilled workers. While on the project was working 3000 laborer worked there for daily 4,5 dollar. This means that an average unskilled worker could earn 120 dollar per month although the average wages are 85 dollar. After the construction project it will be needed 1000 workers for the maintenance and other operation works however still not available any information about theirs planned wages. Under construction 2500 skilled laborer worked there and their average wages were 11,5 dollar per day, 290 dollar per month. However after the construction project this 2500 laborer will be needed on the maintenance works but also no available any information about their planned wages. (Dipri, 2016) \nNevertheless the utility of the railway project have to be examined not exclusively from the side of wages, but also have to be emphasis the opinions of the locals about the railway and the future workplaces. For this is a good example what an Ethiopian worker Josef declared for the journalist of the businessinsider. \"When you worked for the train, you were considered to be a very important person,\" said Josef. \"If you had a son or a brother working for the railways, the whole family was very proud of this.\" (Vaughan, 2013)\nThe indirect effect of the project could be mentioned that this can contribute for the acceleration of the economic growth through to facilitate the subsequent set up projects. The Ethiopian government would like to create more industrial parks and modern agricultural farms, and to be able to carry out that the railway will significantly facilitate the way to reach it. I would like to add my two cents that the effect of inclusive policy of the government the railway would be absolute accelerate the economic growth, this also proves several company have already relocated their production capacity to Ethiopia based on the cheap and unskilled labour. However still several important infrastructure investments are absent from Ethiopia that would be help the country to be able to increase economic growth and complete the Growth and Transformation Plan due to this plan Ethiopia would like to be middle income country to 2025. In my opinion the railway project is a milestone for the future Ethiopian economic growth.\nThis project is also important investment for China because effect for that they can facilitate the transportation between Ethiopia and Red See and be able to increase their export to 80 millions populous Ethiopia. This investment is just one stepping stone of the greater plan that China would like to connect Kenya, Sudan and South-Sudan with railway and that line would connect to the Ethiopian – Djibouti railway. (BBC, 2016) (The Guardian, 2016)",
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