The UK's abolition of slavery 290 years ago helped turn the tide on one of humanity's worst crimes - and Black British men and women played a vital role in getting it done.
The Transatlantic slave trade was the largest forced migration in human history, and inflicted a devastating legacy on Africa, the Caribbean and the Americas that is still felt today.
Britain was the second largest slave trading nation in Europe, and many wealthy people at home profited from the transport and plantation of slaves to the New World. By the late 17th century opposition to slavery was starting to build within the UK, and the Slavery Abolition Act was passed in 1833, finally banning the practice throughout the British Empire.
While political figures such as William Wilberforce have since gone down in history for having the law passed against fierce opposition, the important contributions of Black people have too often been forgotten in the story.
As part of our series this Black History Month, here are some of the Black British people who helped bring an end to slavery:
Olaudah Equiano
Olaudah Equiano (also known as Gustavus Vassa) was born in Igboland, now Nigeria, in 1745, and would go on to be one of the most prominent figures in the Black abolitionist movement. Captured from his village and tragically sold into slavery at the age of just 11, he was transported to the West Indies before he was later taken to Virginia. Olaudah was forced to work under multiple slave owners in North America, and eventually purchased his own emancipation at age 21 in 1766, when he went to live in Britain.
In London he became an leading anti-slavery campaigner, campaigning passionately against the cruel practices of British slavers in Jamaica. He became leader of the Sons of Africa group, which was made up of freed Africans living in London. His autobiography detailing his life's experiences, The Interesting Narrative of the Life of Olaudah Equiano, proved to be hugely popular upon release in 1789, and inspired generations of freed slaves to pen their own stories.
Olaudah worked closely with leading anti-slavery allies in Parliament before his death in 1797, giving the movement great momentum that led to the passing of the Slave Trade Act 1807 a decade later. This act prohibited the trading of slaves in the British Empire.
Born on a slave ship in 1729, Ignatius Sancho was sold into slavery the Spanish colony of New Granada, and was brought to live with a family in Greenwich, London as a young child. He later fled the home to find work as a butler, and eventually set up his own shop in Mayfair. Ignatius rose to become well-known figure in the capital, writing various essays and books. As a landowner, he became the first known British African to vote in a UK election in 1774.
He was also a vocal supporter of the anti-slavery movement, and helped persuade MP Charles James Fox to push forward with the abolitionist cause in the House of Commons. After his death in 1780 his collected letters were published in a book, which quickly became a best seller.
Ottobah Cugoano was born in Ajumako, a cosatal town in Ghana. He was playing with his friends in a field in 1770 when he was captured by a group of native people and sold on to Europeans for slavery, later recalling how his price was 'a gun, a piece of cloth, and some lead'.
After being put in a slave-gang on plantations in the Caribbean for two years, Ottobah was taken to England by slave owner Alexander Campbell to work as his servant, and was sent for schooling. Ottobah would go on to use his education to write letters to newspapers and prominent political figures and demand the freedom of enslaved people. A prominent figure in London's African community, one of his achievements included working at speed to stop a ship carrying Harry Demane from leaving port, a man who was destined to be sold into slavery in the West Indies.
In his then-radical 1787 book Thoughts and Sentiments, Ottobah became the first African to publicly demand the total abolition of the slave trade and the freeing of slaves. One memorable line reads: "It does not alter the nature or quality of a man, whether he wears a black or white coat – whether he puts it on or strips it off, he is still the same man."
Mary Prince was born into slavery in Bermuda in 1788, and was sold with her mother to Captain Darrel Williams shortly after. Mary suffered harsh treatment and abuse from the Williams family and multiple owners for most of her life, causing her to develop rheumatism and severe skin complaints. She accompanied her last owner, John Wood, on his move to England in 1828, where she found refuge with the Anti-Slavery Society in London.
Her book The History of Mary Prince: A West Indian Slave Related by Herself, was published in 1831 - three years before the Abolition of Slavery Act forbade the practice of slavery. Telling her story in unflinching detail, it provided a hugely important first-person account of slavery's brutality, and was so popular that the publisher had to print an entire new setof copies within only six months of its release. It also alerted the British public to the mistreatment of female slaves, which had previously been little discussed.
Born a free man in the Carribean, Louis Celeste Lecesne was deported from Jamaica with accomplice John Escoffery by the Duke of Manchester in 1824. The pair had been actively involved in the 'free coloureds' movement in what was then a British colony.
Upon reaching England, Louis' case was taken up by high-profile abolitionist Stephen Lushington, who spoke of his treatment in the House of Commons. A key ally, Mr Lushington also helped him win in a libel case, after a book described Louis and Mr Escoffery as being guilty of a guilty of a criminal conspiracy back in Jamaica. He would go on to become a well-known abolitionist figure in 19th century Britain, serving on the board of the Anti-Slavery Agency, and made history in 1840 when he attended the first World Anti-Slavery Convention in London. Story by Benedict Tetzlaff-Deas, Mirror
Rwanda closed all its diesel power plants in June this year, stopping the generation of such electricity as the country’s hydroelectricity and methane gas sources expanded to make a significant contribution to the grid.
Speaking in a media interview on Sunday, October 8, infrastructure minister Jimmy Gasore said two new power plants, Rusumo Hydro Project and Shema Power Lake Kivu Ltd were opened recently, a development that facilitated the decommission of diesel power plants.
The Rusumo Hydro Project is a joint scheme shared by Rwanda, Burundi, and Tanzania. Upon full operation, it is expected to generate 80MW, with each country getting 26.6MW. Shema Power Lake Kivu Ltd is a methane gas power generation plant that aims at generating 56MW.
Before the closure of the diesel power plants, Rwanda had five such power plants, generating 26.76 per cent of the total electricity in the country.
In addition to this, the country has up to four thermal power plants that use alternative fuels such as methane and peat. Altogether, such power plants were generating 51 per cent of the total electricity in the country before the decommissioning of diesel power plants.
In an earlier interview, the Managing Director of the Energy Development Corporation Limited (EDCL), Felix Gakuba, told The New Times that diesel-run power plants were expensive to run due to fuel consumption, and noted that once the Rusumo Hydro Project starts to work, such plants would be stopped.
With such developments in place, the government hopes to lower electricity prices “soon”. Gasore encouraged people to use electric vehicles, because “there is enough electricity” in the country because we are “not importing it from Saudi Arabia or Russia,” as we do with petroleum products.
Meanwhile, the country is also planning to harness solar energy. According to Rwanda Energy Group (REG), with a potential of 4.5 kWh per m2 per day and approximately five peak sun hours, solar energy has a huge potential in Rwanda.
Statistics from REG show that Rwanda’s total on-grid installed solar energy is 12.230 MW originating from five solar power plants namely the Jali power plant generating 0.25MW, Rwamagana Gigawatt generating 8.5 MW, Ndera Solar power plant generating 0.15MW and the Nasho solar plant generating 3.3 MW.
The Government of Rwanda intends to increase the number of solar power plants to reduce the cost of production and take advantage of available renewable sources in Rwanda. - Hudson Kuteesa, The New Times
Activities inside the Port of Mombasa in Mombasa County on June 22, 2023. [Kelvin Karani, Standard]
Major multinational port operators are yet again angling for a chance to manage key services at the ports of Mombasa and Lamu after they lost out in a botched tendering process in 2015.
But the renewed plan to concession services at the two ports has, predictably, been engulfed in a storm despite President William Ruto’s attempt to explain its economic implications.
Opposition politicians led by Raila Odinga have termed the plan as a plot by Kenya Kwanza regime to rip off the country, while unionists and logistics experts say it is shrouded in secrecy. Mombasa Governor Abduswamand Nassir has vowed to scuttle the plan if Coast leaders are not involved in the process.
Unionists and maritime experts have called for the process to start afresh to give all stakeholders a chance to give their input. Questions also linger on whether it is best to privatise, lease out or commercialise port services.
Analysts say the backlash, which has in the past led to shelving of the idea, is due to the government’s failure to involve all stakeholders or explain the idea to Kenyans.
Last month, KPA advertised for bidders from international terminal operators for the development and operations of port assets through public-private partnerships.
According to the advert, Kenya Ports Authority (KPA) is seeking a private partner to develop berths 11 to 14 and container terminal 1 in Mombasa, and to run Lamu’s berth one to three.
Berths 11 to 14 are currently used for conventional or loose cargo (goods not packed in a container) but KPA wants to convert them into a container terminal- the East Container Terminal.
Maritime trade analysts say this is because 90 per cent of cargo that passes through the Mombasa port is containerised. Proponents of the idea say it will raise capital for the projects.
They also argue that the entry of private entity removes bureaucracy, reduces the bloated workforce at KPA, and injects innovation leading to efficiency at the port.
But fears are also rife that selling off, concession, leasing, or commercialization of the ports could lead to job losses. Currently, KPA has 7,000-odd workers.
Shippers Council of Eastern Africa CEO Gilbert Langat questioned the process, saying it was being rushed without input from key stakeholders.
“The disadvantage is the interest of any private sector player who will come in is to make money. We should learn from other ports that have gone that route like Dar,” said Mr Langat.
Until this year, major services at the Dar es Salaam port were run by Tanzania International Container Terminal Services (TICTS). But after 20 years, analysts say services never improved.
“When TICTS took over services at Dar es Salaam, there were talks that it will overtake Mombasa. That was never the case as services deteriorated. We must be careful,” said Langat.
Reports indicate that TICTS contracts expired this year and the Government of Tanzania was in talks with DP World, a Dubai-based port operator, to run some operations at the port.
Job creation
Dock Workers Union General Secretary Simon Sang’ says there will be job losses at the Mombasa port if the services were leased to a private entity. Like other ports that have leased key services, Mr Sang’ says that more jobs will be created outside the port due to the efficiency of the facility, leading to investment in existing economic zones.
“Direct employment will be lost, say from the current 7,000 to 5,000 people. But indirect employment will go up, leading to revival of the city that is currently not doing well,” he said.
But critics of the union say that the officials are out to ring-fence their members' subscriptions. The union has 5,000-odd members each contributing two percent of their basic salary.
Sang, however, says that although the idea to concession the port is under the Big 4 agenda, the 2017-2027 short-term national strategic plan, he opposed it because it was unclear.
“This idea came to light in 2021 when it was reported that the National Treasury CS had approached Dubai World to develop a special economic zone in Lamu,” said Sang.
The battle for the second container terminal started in 2014 when the government floated an international tender to concession the second container terminal.
DP World was among the 12 top world terminal operators that were shortlisted from a list of 19 that submitted their bids, according to a gazette notice dated April 10, 2015.
The firms that were shortlisted included Chinese-based China Merchant Holdings, Netherlands-based APM Terminals BV, and Dubai-based DP World Ltd.
Cosco Pacific Ltd, Bollore Logistics, Toyota, and Kamigumi Company Ltd submitted a joint bid as Group Maritim TCB, S.L, Mitsubishi Corporation, and Freight Forwarders Kenya.
However, PSA International, which had partnered with a local firm, Multiple Haulers, had the highest marks, with DP World emerging second, according to KPA reports.
But the process to sell off the 450,000-capacity terminal drew criticism from Coast politicians and the union who questioned the economic implications of selling the terminal.
The government stopped the process amid political and legal undercurrents and asked KPA to re-evaluate the technical bids afresh. KPA decided to run the facility.
According to the initial plan the terminal operator was expected to pay KPA a standing annual fee of $18.4 million (Sh1.7 billion) plus a commission based on cargo volumes.
Other sources said that one of the conditions by the Japanese International Corporation Agency (JICA), which funded the Sh27 billion terminal, was that it was to be run by a private firm.
Nassib Mbarak, a logistics expert in Mombasa, said the government can source money from private entities to develop the port without selling off or leasing the services.
“Why should we privatise a profit-making parastatal when there are those making losses? We privatised the one-metre railway line and look what became of it,” said Mr Mbarak.
Mbarak and Langat agreed that it was wrong for the process to start without the involvement of Coast leaders, especially the Mombasa and Lamu county governments.
“All over the world, port cities must get a share from the facility. Someone is trying to jump the ship. All stakeholders must be involved,” said Langat.
He said most marine transport experts agree that KPA should be converted into a landlord so that other services be commercialised to enhance efficiency and make it competitive.
“I was at Tangier Port in Morocco where all three terminals have been commercialised and everything is done by machines with a control room with only 15 people,” said Langat.
All three terminals of Tangier Port on the Mediterranean Sea are operated by APM Terminal, and owned by Denmark's Maersk, Germany's Eurogate, and a local firm.
Data from the World Bank shows that Tangier handled 107.8 million tonnes of cargo in 2022, a six per cent surge from 2021. Mombasa processed 35 million tonnes of cargo in 2022.
“Is it a sale of operating concessions where KPA is a landlord while terminal operations are done by its tenants or an outright sale,” asked Mwanaisha Kadenge, a maritime consultant.
She said that while international terminal operators have been a success in the form of capital, managerial expertise, and market acumen, their interests are global rather than local.
“Their interests are profits rather than economic benefit of Kenyans, and those that would take up Mombasa would not be different. That is why things must be clear from the start,” she said.
On the three berths at the Port of Lamu, reports indicate that the government was also open to allow major global powers to establish military bases in Lamu just like in Djibouti.
France, the US, China, Germany, and Italy have all established military bases in Djibouti. In Lamu, the USA has a small military base at Manda.
Meanwhile, reports indicate that Ethiopia, a landlocked since 1993 when Eritrea gained independence, is also keen to acquire a port in its quest to revive its naval force.
Major multinational port operators are yet again angling for a chance to manage key services at the ports of Mombasa and Lamu after they lost out in a botched tendering process in 2015.
But the renewed plan to concession services at the two ports has, predictably, been engulfed in a storm despite President William Ruto’s attempt to explain its economic implications.
Opposition politicians led by Raila Odinga have termed the plan as a plot by Kenya Kwanza regime to rip off the country, while unionists and logistics experts say it is shrouded in secrecy. Mombasa Governor Abduswamand Nassir has vowed to scuttle the plan if Coast leaders are not involved in the process.
Unionists and maritime experts have called for the process to start afresh to give all stakeholders a chance to give their input. Questions also linger on whether it is best to privatise, lease out or commercialise port services.
Analysts say the backlash, which has in the past led to shelving of the idea, is due to the government’s failure to involve all stakeholders or explain the idea to Kenyans..
Last month, KPA advertised for bidders from international terminal operators for the development and operations of port assets through public-private partnerships.
According to the advert, Kenya Ports Authority (KPA) is seeking a private partner to develop berths 11 to 14 and container terminal 1 in Mombasa, and to run Lamu’s berth one to three.
Berths 11 to 14 are currently used for conventional or loose cargo (goods not packed in a container) but KPA wants to convert them into a container terminal- the East Container Terminal.
Maritime trade analysts say this is because 90 per cent of cargo that passes through the Mombasa port is containerised. Proponents of the idea say it will raise capital for the projects.
They also argue that the entry of private entity removes bureaucracy, reduces the bloated workforce at KPA, and injects innovation leading to efficiency at the port.
But fears are also rife that selling off, concession, leasing, or commercialization of the ports could lead to job losses. Currently, KPA has 7,000-odd workers.
Shippers Council of Eastern Africa CEO Gilbert Langat questioned the process, saying it was being rushed without input from key stakeholders.
“The disadvantage is the interest of any private sector player who will come in is to make money. We should learn from other ports that have gone that route like Dar,” said Mr Langat.
Until this year, major services at the Dar es Salaam port were run by Tanzania International Container Terminal Services (TICTS). But after 20 years, analysts say services never improved.
“When TICTS took over services at Dar es Salaam, there were talks that it will overtake Mombasa. That was never the case as services deteriorated. We must be careful,” said Langat.
Reports indicate that TICTS contracts expired this year and the Government of Tanzania was in talks with DP World, a Dubai-based port operator, to run some operations at the port.
Job creation
Dock Workers Union General Secretary Simon Sang’ says there will be job losses at the Mombasa port if the services were leased to a private entity. Like other ports that have leased key services, Mr Sang’ says that more jobs will be created outside the port due to the efficiency of the facility, leading to investment in existing economic zones.
“Direct employment will be lost, say from the current 7,000 to 5,000 people. But indirect employment will go up, leading to revival of the city that is currently not doing well,” he said.
But critics of the union say that the officials are out to ring-fence their members' subscriptions. The union has 5,000-odd members each contributing two percent of their basic salary.
Sang, however, says that although the idea to concession the port is under the Big 4 agenda, the 2017-2027 short-term national strategic plan, he opposed it because it was unclear.
“This idea came to light in 2021 when it was reported that the National Treasury CS had approached Dubai World to develop a special economic zone in Lamu,” said Sang.
The battle for the second container terminal started in 2014 when the government floated an international tender to concession the second container terminal.
DP World was among the 12 top world terminal operators that were shortlisted from a list of 19 that submitted their bids, according to a gazette notice dated April 10, 2015.
The firms that were shortlisted included Chinese-based China Merchant Holdings, Netherlands-based APM Terminals BV, and Dubai-based DP World Ltd.
Cosco Pacific Ltd, Bollore Logistics, Toyota, and Kamigumi Company Ltd submitted a joint bid as Group Maritim TCB, S.L, Mitsubishi Corporation, and Freight Forwarders Kenya.
However, PSA International, which had partnered with a local firm, Multiple Haulers, had the highest marks, with DP World emerging second, according to KPA reports.
But the process to sell off the 450,000-capacity terminal drew criticism from Coast politicians and the union who questioned the economic implications of selling the terminal.
The government stopped the process amid political and legal undercurrents and asked KPA to re-evaluate the technical bids afresh. KPA decided to run the facility.
According to the initial plan the terminal operator was expected to pay KPA a standing annual fee of $18.4 million (Sh1.7 billion) plus a commission based on cargo volumes.
Other sources said that one of the conditions by the Japanese International Corporation Agency (JICA), which funded the Sh27 billion terminal, was that it was to be run by a private firm.
Nassib Mbarak, a logistics expert in Mombasa, said the government can source money from private entities to develop the port without selling off or leasing the services.
“Why should we privatise a profit-making parastatal when there are those making losses? We privatised the one-metre railway line and look what became of it,” said Mr Mbarak.
Mbarak and Langat agreed that it was wrong for the process to start without the involvement of Coast leaders, especially the Mombasa and Lamu county governments.
“All over the world, port cities must get a share from the facility. Someone is trying to jump the ship. All stakeholders must be involved,” said Langat.
He said most marine transport experts agree that KPA should be converted into a landlord so that other services be commercialised to enhance efficiency and make it competitive.
“I was at Tangier Port in Morocco where all three terminals have been commercialised and everything is done by machines with a control room with only 15 people,” said Langat.
All three terminals of Tangier Port on the Mediterranean Sea are operated by APM Terminal, and owned by Denmark's Maersk, Germany's Eurogate, and a local firm.
Data from the World Bank shows that Tangier handled 107.8 million tonnes of cargo in 2022, a six per cent surge from 2021. Mombasa processed 35 million tonnes of cargo in 2022.
“Is it a sale of operating concessions where KPA is a landlord while terminal operations are done by its tenants or an outright sale,” asked Mwanaisha Kadenge, a maritime consultant.
She said that while international terminal operators have been a success in the form of capital, managerial expertise, and market acumen, their interests are global rather than local.
“Their interests are profits rather than economic benefit of Kenyans, and those that would take up Mombasa would not be different. That is why things must be clear from the start,” she said.
On the three berths at the Port of Lamu, reports indicate that the government was also open to allow major global powers to establish military bases in Lamu just like in Djibouti.
France, the US, China, Germany, and Italy have all established military bases in Djibouti. In Lamu, the USA has a small military base at Manda.
Meanwhile, reports indicate that Ethiopia, a landlocked since 1993 when Eritrea gained independence, is also keen to acquire a port in its quest to revive its naval force. BY Benard Sanga, The Standard
JUBA, OCTOBER 8, 2023 (SUDANS POST) – A South Sudan civil society activist has blamed President Salva Kiir Mayardit for what he calls an ‘unhealthy spirit’ towards the implementation process of the revitalized peace agreement over the defection of senior SPLA-IO commanders.
Yesterday, former SPLA-IO sector two commander General Simon Maguek Gai, former SPLA-IO Division 4B commander General Samuel Dok Wanjang, General Paul Gatnor Ngundeng, General Bol Duoth Bakam, General William Dak Gatkuoth Geer and General Kawai defected to Kiir.
Maguek accused First Vice President Riek Machar who is also the leader of the main armed opposition Sudan People’s Liberation Movement/Army (SPLM/A-IO) of nepotism and said that many people within the group will yet follow his step though he said he defected along with 300 people.
Speaking to Sudans Post this morning, the Executive Director of Centre for Peace and Advocacy (CPA) Ter Manyang Gatwech said the “their defection from SPLA-IO to SSPDF or SPLA is not inline of the R-ARCSS” said his organization is concerned by what he calls an unhealthy spirit of Kiir on peace implementation.
“Executive Director of the Center for Peace and Advocacy (CPA) and Chairperson of Civil Society Coalition on Defense of Civic Space (CSCDCS) is deeply concerned about the unhealthy spirit being taken by President’s Kiir always,” he said.
While warning for another war if leaders do not take action, the activist said that graduated SPLA-IO components of the necessary unified forces are not being paid salaries like their colleagues in the SSPDF, something he said is and approach to derail the peace process.
“Their defection is the result of frustrations and lack of motivation from Dr. Machar’s side. South Sudan is heading to another deadly war if the leaders are not careful with their words and actions,” Manyang said.
“SPLA-IO [soldiers] does not receive their salaries while their colleagues who graduated with them received their salaries. This is an intentional approach not to implement the peace,” the activist further added.
He concluded by saying that “there are some individuals within both sides who do not want South Sudan to have durable peace because they benefit in this current confusion styles of leadership under President Kiir and First Vice president, Dr. Riek Machar.”
“Those individuals should learn their lessons from the 2016 war in the country,” he added.
Executive Director of the Center for Peace and Advocacy (CPA) Ter Manyang Gatwech. [Photo courtesy]
Speaking to Sudans Post this morning, the Executive Director of Centre for Peace and Advocacy (CPA) Ter Manyang Gatwech said the “their defection from SPLA-IO to SSPDF or SPLA is not inline of the R-ARCSS” said his organization is concerned by what he calls an unhealthy spirit of Kiir on peace implementation. Sudans Post
The inter-school debate competition was organized by Whitaker Peace and Development Initiative in collaboration with the Students’ Union in Juba on Friday, October 7, 2023. [Photo by Sudans Post]
JUBA, OCTOBER 7, 2023 (SUDANS POST) – Students in South Sudan are worried about the upcoming elections slated for end of transitional period in December 2024. This is despite assurance by the country’s transitional government that the elections will be peaceful.
In a side interview after a debate session, a student from Promised Land Secondary School (name withheld) said that he would leave the country for a refugee camp if he could, because he is afraid that the country will go back to war.
“I feel the government needs to do more,” the student said. “Like now, some areas are still facing insecurities. South Sudan is still insecure and much needs to be done by our government.”
Another student from Standard Secondary School urged the government to ensure that the election is peaceful.
“I wish the election will be peaceful if indeed it is conducted,” the student said. “I don’t need to miss any more years without studying. I heard from the news that others are saying there are things that need to be done before the election like disarmament, while others believe that South Sudan is not ready for election. Well, on my side, it’s not about the election, but my prayers are that whatever happens, I hope we will remain peaceful.”
The inter-school debate competition was organized by Whitaker Peace and Development Initiative in collaboration with the Student Union, with the motion “South Sudan is peaceful.” The aim of the debate was to enlighten, engage, and skill students in terms of public speaking.
In July this year, President Salva Kiir assured the public that his government is doing everything possible to ensure that what is crucial to conducting the elections is put in place.
Earlier in March, the UN envoy to South Sudan, Nicholas Haysom, warned that the country faced a “make or break” year in 2023 and its leaders must implement the peace agreement to hold “inclusive and credible” elections next year.
In 2018, President Kiir and First Vice President Riek Machar signed a revitalized version of a 2015 peace agreement. The deal was meant to steer the country towards elections, but its implementation has been slow with the two men postponing elections several times.
Although Kiir is calling for elections at the end of the transitional period in December 2024, his first deputy and leader of the main opposition party Machar says the country is not ready for elections and called for full implementation of the revitalized peace agreement. Sudans Post
Informer East Africa is a UK based diaspora Newspaper. It is a unique platform connecting East Africans at home and abroad through news dissemination. It is a forum to learn together, grow together and get entertained at the same time.
To advertise events or products, get in touch by info [at] informereastafrica [dot] com or call +447957636854. If you have an issue or a story, get in touch with the editor through editor[at] informereastafrica [dot] com or call +447886544135.
We also accept donations from our supporters. Please click on "donate". Your donations will go along way in supporting the newspaper.
