The Japanese government is playing an increasingly important role in transport sector development in Africa. Following recent agreements to fund port and railway feasibility studies in Mozambique, it hopes to help develop the new port of Lamu in Kenya and has announced that it is prepared to fund the expansion of the port of Namibe in the south of Angola.
The Japanese government financed the first phase of the rehabilitation of the port of Namibe, via what the Japanese ambassador to Angola, Kazuhiko Koshi Kawa, described as a $25 million “gift from our government to the Angolan people.”
In August, Kawa announced that his government was prepared to assist in the expansion of the port. The feasibility study into Phase 2 has already received funding from the state owned Japan Bank for International Cooperation (JBIC).
In March, the Japanese International Cooperation Agency (JICA) announced that it would back the feasibility study into the modernisation of the Malawian rail network, including links with neighbouring states.
Then in August, the government of Japan revealed that it would fund a similar study into the modernisation of the Mozambican port of Nacala. A railway connects Nacala with Malawi, so Japanese involvement at both ends of the line makes strategic sense.
Japanese interest in African ports appears to be motivated by a desire to increase Tokyo’s influence on the continent. Indeed, private and state owned companies and development agencies from Asia’s biggest economies, including China, India and South Korea, as well as Japan, are investing heavily in a wide range of infrastructural projects, including water, power and transport schemes across Africa.
China and Japan appear to be competing for influence over the development of Lamu, although JBIC has already agreed to fund the construction of the new container terminal at Mombasa.
This trend is partly a function of Asia’s growing importance in the global economy but also stems from the desire of Asian governments to secure access to Africa’s valuable natural resources.
Some specific "infrastructure for resources" contracts have been agreed, but more often any connection between the two is implicit rather than stated.
The Japanese government financed the first phase of the rehabilitation of the port of Namibe, via what the Japanese ambassador to Angola, Kazuhiko Koshi Kawa, described as a $25 million “gift from our government to the Angolan people.”
In August, Kawa announced that his government was prepared to assist in the expansion of the port. The feasibility study into Phase 2 has already received funding from the state owned Japan Bank for International Cooperation (JBIC).
In March, the Japanese International Cooperation Agency (JICA) announced that it would back the feasibility study into the modernisation of the Malawian rail network, including links with neighbouring states.
Then in August, the government of Japan revealed that it would fund a similar study into the modernisation of the Mozambican port of Nacala. A railway connects Nacala with Malawi, so Japanese involvement at both ends of the line makes strategic sense.
Japanese interest in African ports appears to be motivated by a desire to increase Tokyo’s influence on the continent. Indeed, private and state owned companies and development agencies from Asia’s biggest economies, including China, India and South Korea, as well as Japan, are investing heavily in a wide range of infrastructural projects, including water, power and transport schemes across Africa.
China and Japan appear to be competing for influence over the development of Lamu, although JBIC has already agreed to fund the construction of the new container terminal at Mombasa.
This trend is partly a function of Asia’s growing importance in the global economy but also stems from the desire of Asian governments to secure access to Africa’s valuable natural resources.
Some specific "infrastructure for resources" contracts have been agreed, but more often any connection between the two is implicit rather than stated.