The East African government in particular intended to continue renovating and upgrading the navigable channel along the lower Zambezi River, increasing its navigable length from the current four hundred-plus kilometers to more than six hundred kilometers—essentially making the entire lower river navigable.
This was of great significance to the development of East Africa's shipping industry as a whole, because the Zambezi already ranked among East Africa's major rivers with better navigation conditions.
Moreover, in the long run, the Zambezi River's shipping capacity still had room for improvement. For instance, if the Kabrasabasa Reservoir were built in the future, then as long as it was equipped with a corresponding lock system, the Zambezi waterway could extend farther west.
However, the current East African government was clearly willing but unable to undertake such a project. Such large-scale hub projects had high technical requirements, enormous investment needs, and considerable uncertainty. At the very least, Ernst expected construction to wait until the end of this century, when the technology and assessments had fully matured.
Backed by a great power like East Africa, if the Zambezi River's navigable length could exceed one thousand kilometers, it would in fact have the conditions to become one of the world's most important waterways.
Conversely, although the Congo River had far better navigation conditions than the Zambezi River, the East African government was unwilling to invest too much in it. This was mainly because the Congo River basin's economy and population were far inferior to those of the Zambezi River basin.
As the world economy rebounded strongly in 1925, the world as a whole, aside from a handful of countries, entered a period of relatively rapid economic development.
At the same time, 1925 became the East African government's cyclical settlement year, used to examine the implementation results of