A pretty impressive 31% of employees in the finance sector haven’t had cybersecurity training arranged by their current employer, according to a new survey commissioned by NordLocker, an encrypted cloud service provider. This is alarming information as the same survey reveals 88% of finance professionals handle confidential data at work.
“Since finance is among the top three industries most hit by ransomware, the organizations that don’t train their employees how to identify the potential risks and about the right measures to avoid them are on the brink of falling victim to various cybercriminal activities,” explains Oliver Noble, a cybersecurity expert at NordLocker.
The survey reveals that 7% of employees in the finance sector don’t use any cybersecurity tools at work. Among those who do use protection on their digital devices, antivirus is the most popular software (72%) followed by a password manager (63%), a VPN (61%), and a file encryption tool (52%).
1 in 3 finance workers haven’t been cybersecurity trained
Deputy UN envoy highlights the need for support to drought-hit communities
The United Nations Secretary-General’s Deputy Special Representative and Resident and Humanitarian Coordinator for Somalia, Adam Abdelmoula, visited Somaliland to assess the drought situation. He highlighted the need for urgent humanitarian support to drought-affected communities in the area.
During the two-day visit, Abdelmoula toured the drought-affected area of Cunaqabad, outside Hargeisa, where he witnessed the effects of the ongoing drought and interacted with displaced families in vulnerable conditions.
The Resident and Humanitarian Coordinator held separate discussions with Somaliland’s President, Muse Bihi Abdi, and Vice President, Abdirahman Abdilahi Ismail, who is also the chairperson of the drought committee of Somaliland.
Human Nature in a Capitalist Perspective
What’s most remarkable about the concentration of economic power in the hands of a few corporate players in each industry is how little public angst it has generated, at least in the United States, over the course of the nineteenth and twentieth centuries. While the labor unions’ struggles against corporate power were bitterly fought, they never attracted a majority of the workforce to their cause. Although there have also been occasional populist uprisings challenging the unbridled corporate control exercised over the economic life of society, the most recent being the Occupy Movement, with its rallying cry of the 99 percent versus the 1 percent, such outbursts have generally been few and far between and led to only mild regulatory reforms that did little to curb the concentration of power.
To some extent, the criticism was muted because these large, vertically integrated corporate enterprises succeeded in bringing ever-cheaper products and services to the market, spawned millions of jobs, and improved the standard of living of working people throughout the industrial world. There is, however, an additional and more subtle factor at play that has proven to be every bit as effective in dampening potential public opposition. The First and Second Industrial Revolutions brought with them an all-encompassing world view that legitimized the economic system by suggesting that its workings are a reflection of the way nature itself is organized and, therefore, unimpeachable.
The practice of legitimizing economic paradigms by creating grand cosmological narratives to accompany them is an age-old practice. Contemporary historians point to St. Thomas Aquinas’s description of creation as a “Great Chain of Being” during the feudal era as a good example of the process of framing a cosmology that legitimizes the existing social order. Aquinas argued that the proper workings of nature depend on a labyrinth of obligations among God’s creatures. While each creature differs in intellect and capabilities, the diversity and inequality is essential to the orderly functioning of the overall system. If all creatures were equal, St. Thomas Aquinas reasoned, than they could not act for the advantage of others. By making each creature different, God established a hierarchy of obligations in nature that, if faithfully carried out, allowed the “Creation” to flourish.
St. Thomas Aquinas’s description of God’s creation bears a striking resemblance to the way feudal society was set up: everyone’s individual survival depended on them faithfully performing their duties within a rigidly defined social hierarchy. Serfs, knights, lords, and the pope were all unequal in degree and kind but obligated to serve others by the feudal bonds of fealty. The performance of their duties according to their place on the hierarchy paid homage to the perfection of God’s creation.
The late historian Robert Hoyt of the University of Minnesota summed up the mirror relationship between the organization of feudal society and the Great Chain of Being “the basic idea that the created universe was a hierarchy, in which all created beings were assigned a proper rank and station, was congenial with the feudal notion of status within the feudal hierarchy, where every member had his proper rank with its attendant rights and duties.”
The cosmology of the Protestant Reformation that accompanied the soft proto-industrial revolution of the late medieval era performed a similar legitimizing role. Martin Luther launched a frontal attack on the Church’s notion of the Great Chain of Being, arguing that it legitimized the corrupt hierarchal rule of the Pope and the Papal Administration over the lives of the faithful. The Protestant theologian replaced the Church’s feudal cosmology with a worldview centered on the personal relationship of each believer with Christ. The democratization of worship fit well with the new communication/energy matrix that was empowering the new burgher class.
Martin Luther accused the Pope of being the Antichrist and warned that the Catholic Church was neither God’s chosen emissary on Earth nor the anointed intermediary by which the faithful could communicate with the Lord. Nor could Church leaders legitimately claim the power to intercede with God on behalf of their parishioners and assure salvation in the next world.
Instead, Martin Luther called for the priesthood of all believers. He argued that each man and woman stands alone before God. Armed with the Bible, every Christian had a personal responsibility to interpret the word of God, without relying on Church authority to decipher the meaning of the text and assume the role of gatekeeper to heaven. Martin Luther’s admonition spawned the first mass-literacy campaign in world history, as converts to Protestantism quickly learned to read in order to interpret God’s word in the Bible.
Martin Luther also changed the rules for salvation. The Church had long taught that performing good works along with receiving the Church’s sacraments would help secure a place in heaven for believers. Martin Luther, by contrast, argued that one can’t win a place in heaven by racking up good works on Earth. Rather, according to Martin Luther, one’s ultimate fate is sealed at the very get-go, that every individual is either elected to salvation or damned at birth by God. But then the question is: how does one live with the terrible anxiety of not knowing what awaits him? Luther’s answer was that accepting one’s calling in life and performing one’s role fully and without a lapse might be a sign that one had been elected to salvation.
John Calvin went a step further, calling on his followers to continuously work at improving their lot in life as a sign of possible election. By contending that each individual was duty-bound to improve his or her calling, Protestant theologians unwittingly lent theological support to the new spirit of entrepreneurialism. Implicit was the assumption that bettering one’s economic lot was a reflection of one’s proper relationship with God and the natural order.
Although neither Martin Luther nor John Calvin had any intention of despiritualizing the faithful and creating “homo economicus”, eventually the idea of improving one’s calling became indistinguishable from improving one’s economic fortunes. The new emphasis on diligence, hard work, and frugality metamorphosed over the course of the sixteenth and seventeenth centuries into the more economically laden term of being “more productive.” Self-worth became less about being of good character in the eyes of God and more about being productive in the new market exchange economy.
In time, the idea of each person standing alone with their Lord began to take a back seat to the notion of each person standing alone in the marketplace. Self-worth was now to be measured by self-interest, which, in turn, was measured by the accumulation of property and wealth by cunning dealings in the new market economy. Max Weber referred to this process that created the new man and woman of the market as “the Protestant work ethic.”
The new commercial zeal spilled over, bringing increasing numbers of Catholics and others into the market fold. Where previously one’s place on the rungs of the Great Chain of Being that made up God’s creation had defined one’s life journey in the feudal era, the new autonomous individual of the soft market economy came to define his journey by the amassing of private property in the marketplace.
ETHIO-DJIBOUTI RAILWAY
The first Ethio-Djibouti Railway was built in 1897–1917. The line when commissioned connected Addis Ababa to the Port of Djibouti in French Somaliland, providing landlocked Ethiopia with railway access to the sea. Over a century later, the railway has been replaced by the Addis Ababa–Djibouti Railway, an electrified standard gauge railway that was completed in 2017. To this regard the railway industry has been gaining traction as a preferred mode of transport within the country. The rail transport of goods now appears favorable when compared to the road transport – in terms of volume, costs, safety and speed of transportation for both imports and exports. In order to have a better understanding on the progresses made in this space, Capital caught up with Ethio-Djibouti Railway General Director Tilahun Sarka for an inside scoop of the railway sector. Excerpts;
Capital: What have been your successes in the last four years?
Tilahun Sarka: First and foremost the railway is a testimony to the China- Africa friendship which nurtures a win-win corporation between the two countries. The past four years has seen the railway playing an integral part in the transportation system as it targets to become front in line for the transportation of goods for people’s livelihoods. 90 percent of the railway plan is to transport export and import goods using the Djibouti port which is the main gate way of Ethiopian goods.
Before the operation of the new railway, containers were staying for 8 days at the port without payment or more with payments of demurrage. However, after the launching of the new electric railway we are able to transport our goods from the day it reaches Djibouti port by connecting it mainly with Modjo dry port, which is the main benefit using the train.
In doing so, the railway has cut the transportation time for freight goods from more than three days to less than 20 hours and has also reduced the cost by at least one-third.
In the past, for the old trains, lack of investment and theft had plagued the sector which led to the use of trucks when they were out of business for the transportation of imports and exports. The launching of the railway has been a boost to the transport sector since the start of its operation in 2018, we have been able to grow from transporting 1 million tons to two million tons to date, which is a year on year increase of 25 percent.
In the grand scheme of things, this may seem to not be a lot and that is why we are pushing to give railway transportation a priority because we have the capacity to increase. Nonetheless 25 percent increase is a healthy development as per our analysis.
So for the past 4 years the performance has been going from strength to strength, and the 2021 performance is better in particular. We are all working in concerted efforts to realize even greater performances are recorded in the years to come.
Capital: What makes it different from other modes of transportation? How can this mode of transport benefit the society?
Tilahun Sarka: In my opinion, this mode of transportation has an array of unique benefits. For transportation of goods, it is very secure and presents a space to handle huge amounts of cargo at one time whilst price incurred from the service is lower when compared to other modes. For example, using trains to transport goods cuts the cost of transportation by 30 percent.
Similarly for public transportation use, the train has a capacity to handle 2000 people at any given time providing affordable prices and comfortable service in the process. In this sense, i believe this mode of transports just about edges the other modes.
Capital: Addis Ababa Djibouti railway has launched a commuter train scheme. What led to the realization of this scheme?
Tilahun Sarka: Our stations on average are 45km apart. This means that the railway track as a result can connect one town from the other. So for the communities where the track passes, it plays a crucial role in connecting one community to the next logistically.
In order to develop a culture that embraces railway transportation as well as providing a cheaper means to arriving at various destinations we saw it best to introduce the commuter scheme.
We launched it considering the many resident settlements along the line that have not yet set up a railway station in order to allow them to enjoy the convenience of the railway transportation in addition to the existing 14 stations the railway has. Thus we have added 5 additional stations.
Akaki, Awash, Mulu, Afdem, and Erer are the new 5 stations which tally the number of stations to 19. Residents along the railway can take the commuter train from the 19 stations. Furthermore, the railway brings development in the areas along the rail line.
Now, the public can enjoy this service twice a week.
Capital: Vandalism, insecurity and theft have been noted as challenges for the railway sector. How are you coping with this?
Tilahun Sarka: The stated challenges of course are a huge hurdle for the sector. For example theft has been minimized over time however the challenge still remains. These challenges however cannot just be solved by punishments or penalties. We ought to approach them in a prudent manner. That is why we have rolled out the use of commuter trains in our line so as to create a sense of ownership. Moreover in this regard we are also creating awareness on the matter so as to strengthen public ownership.
Capital: Is there any update regarding the privatization?
Tilahun Sarka: European companies are in talks with the government regarding the privatization of Addis Ababa-Djibouti Railway.
The railway needs an additional investment of 800 million dollars to be fully operational and efficient according to the Ministry of Transport and Logistics.
We ourselves and the government have been encouraging the Chinese companies to have some amount of share on the railway but the companies are undecided on the matter. Of course the question arises on the financial capabilities since the value is worth 4 billion dollars, that being on the construction cost alone. Thus for privatization, a proper valuation assessment is needed.
Currently, the Chinese company -China Civil Engineering Construction Corporation (CCECC), is managing the railway. The government pays about 60 million dollars per year to the managing company which signed agreements for the next two years, having started in 2018. And in due course the local employees who have been trained will take over when the time comes.
The government plans to expand the Addis Ababa-Djibouti railway line to 4,000 km in the ten-year development plan through expanding the railway line and connecting it to other neighboring countries’ ports.
Capital: What is your view on the profitability of the railway?
Tilahun Sarka: In the past year our revenue was 1.8 billion birr, however, our expense was three fold of the stated number. Profit in the railway sector is not something that is always seen. Railways in some developed countries including China and Japan are said to be profitable. But this often takes years to realize returns in investments.
Nonetheless, in order to reel in profits we have to utilize the space where the line passes at various train stations. We can delve into new projects such as hotels and buildings which will act as secondary streams of income.