Deepwater ports could be said to be one of East Africa's scarcest strategic resources, so it was no wonder that, after obtaining Lomé Port, East Africa hurried to turn it into one of its most important naval bases.
As a world power, although East Africa's coastline was not short and it possessed territory across all four ocean regions, it still lacked natural harbors.
This meant that building and renovating ports on the East African mainland required greater costs than in other countries. At present, many newly built ports on the East African mainland had only been created through large-scale artificial reconstruction by the East African government, such as Farta Port, Lamu Port, Elele Port, and so on.
Port construction was also vital infrastructure and severely tested a country's capabilities. For example, in a previous life, the Far East Empire had helped regions in Asia, Africa, and Latin America build or renovate ports.
Typical examples included Gwadar Port and Karachi Port. Behind such ports lay an entire network of transportation construction. To grow rich, build roads first; to bring these ports' role as distribution hubs to life, roads, railways, and other transport links to the inland economic hinterland were essential.
East Africa's Farta Port was just such a case. Without supporting roads, railways, or even water and electricity supplies, Farta Port could never have been developed or put to use.
Of course, East Africa's positioning of Lomé Port was clearly different. East Africa did not need Lomé Port to connect Togoland's inland economy; it valued its military and strategic significance more. What mattered most for this naval port was its connection with the East African mainland, and whatever Lomé Port lacked could be supplied by the mainland.
Once the ships finally docked, Brandt began directing the sailors to drive all