The Hawaiian coup was merely a minor interlude for East Africa. In the years since the end of the South African War, East Africa had thrown itself into massive construction projects in the south and west.
Since the end of the South African War, East Africa's average annual railway construction had risen from roughly 1,500 kilometers to 3,000 kilometers, nearly doubling.
At the same time, this figure was still rising. Multiple railways were in the planning and design stages. Beyond several trunk railways in the south and west, the central and eastern regions were also accelerating the spread of their railway networks.
"According to the Ministry of Railways' preliminary plan, before 1900, we will complete the construction of three north-south railways. The Central Railway has already been completed. In the coming years, our country will build the other two major north-south railway corridors, second in importance only to the Central Railway: the Eastern Coastal Railway, beginning in Mogadishu in the north, passing through Kismayo, Mombasa, Dar es Salaam, Beira, and Maputo before finally reaching New Hamburg City in the south; and the Western Coastal Railway, beginning in Cabinda and ending at Port of Alexandria."
This Port of Alexandria was a natural deepwater harbor in southwestern Angola, not Alexandria in Egypt.
Port of Alexandria lay in a desert region, but it possessed an excellent natural bay and ideal conditions for building a port. To its north was Musamedeish Port, whose conditions were roughly comparable to Port of Alexandria's. If not for the desert's limitations, neither would have been inferior to Luanda or Benguela; indeed, they might have been far superior.
Further south, the East African Ministry of Railways had no plans to build railways. This stretch already crossed extensive desert terrain, and for more than 800 kilometers southward, all the way