This round of East Africa's National Canal Plan still followed the previous approach: constructing a batch of artificial waterways to link the national water network, indirectly achieving river-sea intermodal transport.
Including the canal projects East Africa had built previously, once the National Canal Plan was completed, the total length of East Africa's artificial canals would reach an astonishing five thousand kilometers. The Congo River was only a little over four thousand kilometers long. If all these artificial canals were linked together, it would be no different from digging a Yellow River.
Of course, engineering projects as terrifying as East Africa's were not without precedent. In his previous life, both the Soviet Union and the Far East Empire could be described as "utterly insane" in their canal construction, something most Western countries could never comprehend.
The Karakum Canal alone, built by the Soviet Union in Central Asia, stretched over fourteen hundred kilometers. The Soviet Union had also constructed artificial canal projects such as the White Sea-Baltic Canal and the Volga-Don Canal. The Far East Empire was an even greater "canal-building madman"; from ancient times to the present, it had never ceased carrying out such projects.
Of course, East Africa's National Canal Plan primarily leaned toward shipping. Ernst's greater purpose was to reduce the country's transportation costs.
As East Africa's domestic industry and transportation sector rose, the country also faced severe energy problems. Thus, diversifying public transportation modes was an important guarantee of East Africa's economic and transportation strategic security.
Before one wave had settled, another rose. The East African Navy's trip to South America still drew British attention. Since East Africa had stirred up trouble in the Persian Gulf region last year, Britain had harbored resentment toward it. East Africa's diplomatic activities in South America had once again plucked at