December 3, 1905.
Rhine City.
As the capital of a nation, Rhine City was developing at breakneck speed, and what stood out most was the automobiles that were no longer a rare sight on its streets.
Although automobiles had become widespread in major cities across the world, serving as a symbol of industrial civilization, the more developed a city was, the greater its number of automobiles tended to be.
This novelty could be seen to varying degrees on the streets of Berlin, Paris, London, and New York, but Rhine had an almost excessive number of automobiles. Registered vehicles alone had reached a staggering thirty-three thousand.
At the time, Rhine City's total population was only close to four hundred thousand. That meant roughly one automobile for every dozen or so people, and automobiles had thoroughly become the mainstream means of travel in East Africa.
Meanwhile, the number of urban rail vehicles and buses had also increased dramatically, with their density ranking first in the world. For what was currently a medium-sized city, Rhine City's level of development was plain for all to see.
Before the First Five-Year Plan, the East African automobile industry had already been rather well-known throughout the world, and its automobile output had still been within the comprehension of foreign diplomats. But once the First Five-Year Plan ended, East Africa's annual automobile production had become difficult for diplomats from every country to comprehend.
Of course, diplomats from Europe and America could still find reasons to explain Rhine City's scale of automobile ownership. For instance, Thomson, the French ambassador, said, "East Africa did indeed get an early start in the automobile industry, but that does not mean East Africa has surpassed European nations. In fact, a centralized country like East Africa can easily concentrate resources in its capital. I