Project Showcase

The Northern Corridor Standard Gauge Railway is intended to create an interoperable regional railway from the Indian Ocean port of Mombasa to Uganda and Rwanda, with an additional link to South Sudan. The approved route begins with the approximately 480 km Mombasa-Nairobi section, continues approximately 120 km to Naivasha and then extends westward through Kenya to Malaba. In Uganda, the principal eastern section links Malaba with Kampala, with further planned connections towards Rwanda and a northern branch through Gulu and Nimule to Juba. The railway is designed for high-speed passenger operations of up to 160 km/h and high-capacity freight services. Its strategic function is to complement the heavily used Northern Corridor road network, reduce transport costs and transit times, improve port-hinterland connectivity and support regional trade and industrial development. The programme must be reported as a regional umbrella rather than as a single homogeneous construction contract. Kenya has completed and operates the Mombasa-Nairobi and Nairobi-Naivasha sections. Uganda has undertaken design, land acquisition, stakeholder engagement and contractor procurement for the Malaba-Kampala section. Rwanda and South Sudan remain dependent on completion and sequencing of the upstream sections and on regional financing and implementation agreements. Uganda's official transport reporting records engagement of Yapi Merkezi for the eastern route and subsequent pre-construction and right-of-way work. Official FY2025/26 and FY2026/27 budget documents contain construction targets for the Malaba-Kampala section, but targets are not the same as verified completed works. The project is therefore coded at S4A for the latest period because an implementation contract and preparatory activities exist, while full physical construction of the regional programme and regional commissioning have not been demonstrated. The USD 19.2 billion value remains the approved PAP II regional baseline. Segment costs, national budget allocations and financing arrangements should not be substituted for that full-scope estimate unless an approved consolidated regional cost update becomes available.

The project concerns feasibility and future development of the Kinshasa-Ilebo railway link, often discussed together with the Kinshasa-Brazzaville road-rail bridge agenda. The strategic rationale is to overcome a long-standing bottleneck in the DRC transport system by connecting Kinshasa more effectively to the interior and to regional rail corridors.Historically, DRC s transport network has depended heavily on a combination of river, road and ageing rail assets. AfDB-backed studies considered the feasibility of extending rail connectivity and improving intermodal movement between Kinshasa, Ilebo and neighbouring corridors. This is particularly important for freight movements between the Atlantic gateway, the Congo River basin and mining/agricultural hinterlands.Validation note: external AfDB sources validate the feasibility-study scope and the approximate 1,015 km survey/study distance, but they do not validate the current construction capex_cost of 16,939 USD million. The cost should remain provisional.Sources reviewed: AfDB MapAfrica, Feasibility Study of the Extension of the Kinshasa-Ilebo Railway, https://mapafrica.afdb.org/en/projects/46002-P-Z1-DC0-014; AfDB, Study on the Road-Rail Bridge between Kinshasa and Brazzaville and the Kinshasa-Ilebo Railroad, https://www.afdb.org/en/documents/document/multinational-study-on-the-road-rail-bridge-between-kinshasa-and-brazzaville-and-the-kinshasa-ilebo-railroad-8186.

The project proposes electricity interconnections from the Grand Inga hydropower station through a northern axis, southern axes using eastern and western corridors, and a western axis. The generation and transmission infrastructure is intended to supply the Democratic Republic of Congo and wider African markets. World Bank documentation explains that the full Inga resource could eventually be developed through several projects sharing common site infrastructure, while the next project-Inga 3- may be configured at different scales. Earlier studies examined a 4,800 MW option and later concepts reached approximately 11,000 MW. The approved development programme therefore focuses first on helping the DRC prepare the project and prepare the country and affected communities to benefit from it. The first phase supports water, electricity, roads, skills, governance, environmental and social work and technical decision-making.

The VICMED initiative proposes an integrated navigation and multimodal transport corridor from Lake Victoria to the Mediterranean Sea. It is intended to connect Nile Basin countries through river, lake and supporting land-transport infrastructure and to improve access for landlocked countries to international ports and markets. The project's expected benefits include lower-cost movement of goods, improved regional trade and tourism, employment creation and stronger economic integration. It also requires careful assessment of water-resource, environmental, social, navigational and institutional implications across a large transboundary basin. The prefeasibility study, which involved consultation with the footprint countries, was completed in 2015 and approved in 2017 by the 3rd Steering Committee for VICMED. The feasibility study Phase 1 was completed in July 2019 and was funded through a US$650,000 grant from AfDB. It involved the development of an institutional and legal framework for VICMED and conducting a training needs assessment. It also involved preparing the terms of reference for Feasibility Study Phase 2 and carrying out training for countries on inland water transport, which took place in February.

The project covers feasibility studies for the design, development, operation and maintenance of a high-voltage direct-current transmission scheme associated with the Inga 3 Low Head Project. The studies will cover the Democratic Republic of Congo, South Africa and the transit countries and will address land rights, land development, environmental authorisation and commercial arrangements. The proposed HVDC corridor would require coordinated planning across the Democratic Republic of Congo, Zambia, Zimbabwe and/or Botswana and South Africa. Preparation must define the generation injection point, route, converter stations, transit arrangements, land and environmental requirements, wheeling and operating rules, long-term power-purchase commitments and financing and ownership structure. The World Bank states that Inga 3 is not yet fixed to one specific design, site or scale and that further technical, social, environmental, financial and legal studies are required. Accordingly, the 5,000 MW transmission concept remains a baseline proposal.

The Oubangui River crossing between Bangui and Zongo is a missing physical link between the Central African Republic and the Democratic Republic of Congo. The project is designed as more than a stand-alone bridge: it also includes missing road sections and facilitation measures on two regional corridors extending through the DRC towards Uganda and Burundi. The Bangui-Kisangani-Kampala corridor contributes to the continuity of the Lagos-Mombasa Trans-African Highway, while the Kisangani-Bujumbura corridor supports a direct connection between Central and East Africa. The programme is intended to reduce transport discontinuities, improve border movement and support trade among Burundi, the Central African Republic, the Democratic Republic of Congo and Uganda. The PAP II submission described an estimated road programme of approximately 2,700 km together with the river bridge. This broad scope explains why the original full-programme estimate is materially higher than later figures referring only to the bridge, preparation operation or a priority implementation phase. These figures must not be combined or substituted without defining the relevant scope. The AfDB financed a feasibility-study operation covering the bridge, missing corridor links and transport and trade facilitation. Completion reporting issued in 2024 confirms completion of that preparation operation. This supports S2B - Feasibility, but not project structuring or construction unless subsequent official records show an approved delivery structure, financing plan and procurement process. The next requirements are to confirm the investment scope to be taken forward, update cost estimates and designs where necessary, agree implementation responsibilities among the participating states and ECCAS, structure financing and prepare the procurement and safeguard instruments required for implementation.

The Semliki River is part of the Nile River Basin with two thirds of its course being in the DRC and the lower third forming the boundary between the DRC and Uganda. Great Lakes Region is characterized by a shortage of indigenous energy sources and highly skewed relationships of dependency regarding energy imports Less than 10% of the population has access to electricity. The region is thus heavily dependent on oil imports Currently, majority of the population of Eastern DRC, Rwanda, Burundi and Uganda relies on bio-fuels such as wood The power demand for the cities of Beni, Butembo and surroundings will be supplied from a hydropower station on the Semliki River with a capacity of 72 MW. It will need a step-up transformer MV/HV or MV; including the construction of the distribution network. The Semliki hydropower station would serve mainly the towns of Béni and Butembo as well as the rural areas located around these towns. The available reserve could be exported to the Great Lakes Region with an interconnection grid. The Semliki is one of four (the others are Mogomba, Muyama and Kiyimbi) proposed hydropower projects, packaged to have potential capacity of 150MW, generating annual energy production of 800 GWh. A hydropower station on the Semuliki River of 72 MW; - power distribution network low and high voltage in the towns of Beni and Butembo and surroundings. The distribution network is envisaged to be a Medium Voltage network. Béni and Butembo will be served by 30 kV lines from the substation at the Semliki plant. Butembo has already a network LV and MV linked to its own hydropower station. However its network will be adapted to the parameters of the Semliki project (distribution voltage 30 kV, distribution 6.6 kV) and will in some cases be extended. A high voltage transmission line (220kV) from Goma - Butembo - Béni whose feasibility is complete will also be constructed to evacuate the generation from Semuliki.Dated studies suggested the project would cost USD 900m. Several areas that require particular attention have been noted in previous studies including: Improvement of hydrological data and modelling, economic modelling to determine viability, comprehensive ESIA to address potentially large environmental challenges, the actual geological conditions, layouts and designs. A budget of USD 6m has been included in the phase of the NEL-IP for the required studies to define the project better.

The Lobito Port Expansion and Modernization Project is a major infrastructure initiative to transform the Port of Lobito into a modern, high-capacity Atlantic gateway for the Lobito Corridor. The project scope includes the construction of a new 1,250-meter multipurpose terminal with three berths, dredging of the access channel to -16.5 meters, and the installation of modern container handling equipment, including ship-to-shore gantry cranes. It also involves expanding the container yard, building new warehouses for bulk and general cargo, and enhancing rail-port connectivity through the rehabilitation of the Lobito Corridor railway linking Angola, the Democratic Republic of the Congo (DRC), and Zambia. The project is designed to increase the port's annual container handling capacity from approximately 200,000 TEUs to over 1 million TEUs. Key stakeholders include the Government of Angola (Ministry of Transport), the Port of Lobito Authority (APL), the Lobito Corridor Concessionaire (a consortium of Trafigura, Mota-Engil, and Vecturis), and international development partners like the U.S. International Development Finance Corporation (DFC) and the African Development Bank (AfDB). A significant recent development was the signing of a Memorandum of Understanding in October 2023 between the U.S., EU, Angola, DRC, and Zambia to support the Lobito Corridor, including the port.

Construction of 863 km of DRC National Road No.2 (Goma-Kisangani) single carriageway road.

The power plant will be located on the Ruzizi River, which forms the common border between Rwanda and the Democratic Republic of Congo, approximately five kilometres west of Bugarama in Rwanda's Western Province. Ruzizi IV will be developed near the existing Ruzizi I and II plants and the planned Ruzizi III plant. The facility is planned as the fourth hydropower station in the cascade, with an installed capacity of 287 MW. The generated electricity will be shared equally among Burundi, the Democratic Republic of Congo and Rwanda. Verified implementation and technical context: The project is being prepared through regional institutions responsible for the Ruzizi basin and Great Lakes electricity cooperation. AfDB records describe a 287 MW plant intended to complete development of the remaining hydropower potential in the cascade. The preparation programme includes engineering and planning studies, environmental and social analysis, institutional arrangements, financial modelling and the definition of an implementation structure that can serve all three participating countries. Any current profile must avoid importing financing, procurement or construction milestones from Ruzizi III, which is a separate project with a different development history.

The Democratic Republic of Congo and Zambia signed an intergovernmental memorandum of understanding on 9 July 2015 for the joint development of generation projects in the Luapula River Basin and a new power interconnector. Their national power utilities also signed specific agreements for the generation projects and interconnector. Earlier investigations identified five potential hydropower sites and more than 1,188 MW of potential capacity, including over 773 MW of firm capacity. The technical concept provides for development in four phases, with an initial implementation phase of approximately 270 MW. The AfDB project-preparation programme is intended to determine the technically, economically, environmentally and financially preferred sequence for developing the river's hydropower sites. It covers hydrology, geology, engineering design, energy production, transmission evacuation, institutional and legal arrangements, economic and financial analysis and environmental and social safeguards. The Luapula River forms the border between southern DRC and northern Zambia for a substantial part of its course, so the project requires joint governance and coordinated ownership, operation and power-offtake arrangements. The programme must remain separate from other Zambian hydropower schemes, including Kalungwishi and Lufubu.

The project includes the construction of a road and rail bridge between Brazzaville in Congo and Kinshasa in the DRC. The project also includes road and rail links in both countries as well as joint border control points (One Stop Border Posts). A border control post will be located at each end of the bridge and will house border control officers. Inspections will only be conducted on one side of the river (i.e. on the departure side). The existing road infrastructure will be extended by 10km to connect the bridge to the two cities. The railway bridge will have a total length of 1 575m and 10 bays divided as follows: 2 bays of 120m, 4 bays of 152m, 2 bays of 242m and two bays of 121.5m. The profile on the other side of the road consists of two unidirectional sidewalks with two lanes of 3m. The total width of the road, including sidewalks, is 16.24 m. The two large cable-stayed spans (242m and 152m), located in the river along the banks, give the bridge a gateway to the capitals. The bridge will be located in Maloukou Trechot, 6km from the city of Maluku in Congo. The site is 55km from the two capitals along the river. The bridge is part of a larger project, the Kinshasa-Ilebo railway project, which aims to improve the rail network in Africa. The larger project is expected to contribute to increased regional trade and accelerate regional integration between Central and Southern Africa. The project is expected to allow for cheaper and faster river crossing by passengers and freight. The beneficiaries of the project will therefore include the two countries whose fisci will benefit from increased trade, the increased presence of domestic and foreign companies in both countries, from private transporters and the economic and social benefits of liberated movement of both populations

The Lobito Corridor Railway Rehabilitation Project involves the comprehensive rehabilitation and modernization of the 1,344 km Benguela Railway (CFB) from the deep-water port of Lobito in Angola to the border town of Luau, which connects to the Democratic Republic of the Congo (DRC) rail network. The project scope includes the complete reconstruction of the railway line, replacement of sleepers and rails, rehabilitation of 67 stations, modernization of signaling and telecommunications systems, procurement of new locomotives and rolling stock, and the reconstruction of 35 major bridges. The corridor is a critical link for exporting copper, cobalt, and other minerals from the DRC's Katanga Province and Zambia's Copperbelt region to global markets via the Atlantic Ocean. The project is implemented by the Lobito Atlantic Railway Consortium, a partnership formed by Trafigura, Mota-Engil, and Vecturis, under a 30-year concession agreement with the governments of Angola, DRC, and Zambia. The concession was formally signed in July 2022. The project is part of the broader Lobito Corridor initiative, which includes complementary port and road infrastructure.

BAC and LOTEMO have similar hydrological and topographical conditions in a narrow rocky valley of the Lobaye River. Each run-of-river site will use a concrete overflow dam with a powerhouse at the toe of the dam, four 6 MW Kaplan turbine units, 24 MW installed capacity, 16 MW firm capacity in the low-flow period and an equipment flow of 300 cubic metres per second. The programme also includes associated electricity transmission lines. Development of the two sites requires updated hydrological and geological investigation, engineering design, environmental and social assessment, transmission-route studies and agreement on cross-border power supply. The two 24 MW run-of-river plants would provide firm generation during low-flow periods and reinforce a power system with limited existing generation and transmission capacity. The associated lines are central to the project's regional rationale and must be included in technical, environmental, economic and financial assessment. AfDB regional-acceleration material continues to treat BAC and LOTEMO as a preparation-stage priority rather than a commissioned asset.

The project involves the extension of Chingola - Solwezi Railway to the border with Angola at Jimbe, to service new mines in the Copperbelt region. Angola has already commenced construction from Luena on the Lobito Corridor towards Jimbe which lies on the Angola- Zambia border. This project will see full rail service on the Lobito Corridor.

The project is part of the Inga-Cabinda-Pointe Noire transmission interconnector, linking the power systems of DRC, Angola and Congo, with a transfer capacity of 600 MW. The project involves the construction of a section in DRC from Inga to the border with Angola.

The Lakes Edward and Albert Basin supports over 14 million people who depend on fisheries, agriculture, transport, and diverse ecosystem services. The basin faces severe pressures from population pressures, poverty, limited social services and infrastructure, and unsustainable resource use. LEAF I and II made progress, but basin-wide challenges—including overfishing, declining biodiversity, catchment degradation, water-quality deterioration, climate impacts, and institutional weaknesses—remain significant. The Project Development Objective is to ensure the sustainable management, development, and utilization of fisheries and water resources in the basin, enhancing biodiversity, economic growth, and community livelihoods. There are five components: (i) Fisheries Resources Management and Development—strengthening monitoring, rebuilding stocks, aquaculture, improving landing-sites, and alternative livelihoods. (ii) Integrated Water Resources Management—expanding monitoring networks, implementing catchment plans, improving pollution control, and access to safe water and sanitation; (iii) Navigation and Maritime Safety to enhance safe, efficient water transport. (iv) Control of Invasive Aquatic Weeds—coordinated surveillance, prevention, and management of invasive species. (v) Project Coordination and Management— operationalization of an effective permanent transboundary basin institution--strengthened cooperation for shared benefits

The Serenje-Nakonde project road runs in a north eastern direction from Serenje in Zambia's Central Province to Nakonde (at the border post between Zambia and Tanzania) in the Northern Province covering a total distance of 611.5 km. The road is divided in 3 links: Link 1: Serenje to Mpika (238.3 km), Link 2: Mpika to Chinsali (164.6 k), Link 3: Chinsali to Nakonde (208.6 km) The Serenje-Nakonde road is part of the Regional Trunk Road Network (RTRN Link 15) as well as the Trans-African Highway Nr 4.

The Uganda (Nkenda) - DR Congo (Beni-Butembo-Bunia-Mabuki) Power Transmission Inter-Connection Project is a strategic regional infrastructure initiative aimed at constructing a 400 kV double-circuit high voltage transmission line spanning 352.2 km, linking Nkenda substation in Kasese, Western Uganda, to new substations at Beni, Butembo, Bunia and Mabuki in the North Eastern region of the Democratic Republic of Congo (DRC). The project includes upgrading the Nkenda substation and aims to integrate the isolated and eastern DRC power grid with Uganda's national grid, thereby enhancing electricity reliability, security, and access in the region. It supports optimal utilization of generation resources, promotes regional power trade, and facilitates least-cost power expansion projects, contributing to socio-economic development and environmental sustainability. Sponsored by the Nile Basin Initiative/Nile Equatorial Lakes Subsidiary Action Program (NBI/NELSAP), Uganda Electricity Transmission Company Limited (UETCL), and Société Nationale d'Électricité (SNEL), the project is aligned with the East African Power Pool (EAPP) Master Plan to create a regional power highway which aims to maximise the affordable availability of electricity around the region. Increasing power trade is key to this aspiration.

The project consists of completing the environmental and social impact assessment, updating the tender documents and carrying out the transmission works required to connect Inga, Cabinda and Pointe-Noire. The infrastructure forms part of the wider regional electricity loop serving Inga, Moanda, Boma, Cabinda, Pointe-Noire, Brazzaville and Kinshasa and of a future Central African transmission backbone. The regional concept is intended to create a stronger coastal and western Central African electricity corridor by connecting the Inga generation area and western DRC with Cabinda and Pointe-Noire and, over time, with other CAPP systems. Project-preparation support has included feasibility and tender-document work, while the CAPP acceleration programme treats the investment as requiring further commercial and financial structuring. Official documents refer to different technical configurations for route length, voltage and transfer capacity. Those versions should be reconciled before the database replaces its approved PP2 technical dimensions.

The Serenje-Nakonde project road runs in a north eastern direction from Serenje in Zambia's Central Province to Nakonde (at the border post between Zambia and Tanzania) in the Northern Province covering a total distance of 611.5 km. The road is divided in 3 links: Link 1: Serenje to Mpika (238.3 km), Link 2: Mpika to Chinsali (164.6m), Link 3: Chinsali to Nakonde (208.6 km) The Serenje-Nakonde road is part of the Regional Trunk Road Network (RTRN Link 15) as well as the Trans-African Highway Nr 4.

The Congo Basin contains more than 25,000 km of naturally navigable waterways, including at least 15,000 km of classified routes. Managed through CICOS, the programme will improve the safety, reliability and management of inland waterway transport and strengthen integrated water-resource management. Activities include needs assessment and project definition, navigation and hydrometric information, harmonised rules and procedures, institutional capacity, planning for channel and terminal improvements, and data services for governments, operators, communities and research institutions.

The Development of Data Centre Infrastructures Underpinning the Digital Economy is a regional ICT programme under the Economic Community of Central African States (ECCAS). It envisions establishing six new data centres in Burundi, Central African Republic, Sao Tome and Principe, Chad, Equatorial Guinea, and Gabon, alongside the reinforcement of five existing centres in Angola, Republic of Congo, Cameroon, Rwanda, and the Democratic Republic of Congo. The programme is grounded in the Consensual Master Plan for the Development of Electronic Communications Infrastructure in Central Africa (PACDICE-AC), established in 2019, which identified data centre development as a regional priority. The project was formally included in the PIDA Priority Action Plan 2 (PIDA PAP2, 2021-2030) in 2020. Total programme investment is estimated at USD 92.5 million across all components. The programme aims to secure Central African cyberspace, build user confidence in digital services, and regionalise intra-ECCAS data exchange to reduce latency and improve access times. Key challenges include implementation complexity across 11 countries, technical coordination requirements, and funding mobilisation for pre-feasibility and feasibility studies. Ce projet vise à doter l'espace sous-régional de la CEEAC des infrastructures qui participent de la sécurisation du cyberespace et contribuent à créer de la confiance dans un monde de plus en plus numérique et à garantir la souveraineté numérique des Etats.

Regional project under PIDA PAP 2 (2021-2030) to provide and strengthen each ECCAS Member State with high bandwidth fiber optic connectivity and establish a sub-regional data hosting centre in the ECCAS space. The project covers all 11 ECCAS member states (Angola, Burundi, Cameroon, Central African Republic, Chad, Democratic Republic of Congo, Equatorial Guinea, Gabon, Republic of Congo, Rwanda, and Sao Tome and Principe) and aims to create a comprehensive broadband backbone network across Central Africa. The initiative builds on prior work undertaken by the World Bank, PPIAF, and the ITU to address connectivity gaps in the ECCAS sub-region and renew momentum for ECCAS and CEMAC harmonization efforts. Core objectives include securing regional cyberspace, building digital trust, ensuring data sovereignty, and enabling cross-border connectivity. The ECCAS region faces significant ICT access deficits, with only 10.2 internet access lines per 1,000 inhabitants compared to 61.8 for the continent as a whole. Ce programme vise l'interconnexion des Etats membres de la CEEAC, deux à deux, à partir des dernières chambres des backbones nationaux vers les frontières

The Port of Beira is Mozambique’s principal maritime gateway for the central region and an important outlet for landlocked markets in Southern Africa. It is connected by road and rail to Zimbabwe and Zambia, by the Sena corridor towards Tete and Malawi, and by pipeline to Zimbabwe. The original PIDA PAP II submission identifies the regional beneficiaries as Malawi, Zambia, Zimbabwe and parts of the Democratic Republic of Congo. The project responds to the need for additional cargo-handling capacity and more reliable port infrastructure along a corridor that carries containers, general cargo, fertilizer, agricultural commodities, minerals and petroleum products. The approved Phase I package is broader than a single terminal expansion. It includes construction of a multipurpose terminal; expansion of the container terminal; construction of wharves 11A and 11B and paving of more than 20 hectares; construction of a fertilizer terminal and its supporting infrastructure; and rehabilitation and expansion of the fuel terminal. The submitted technical target is to increase annual handling capacity from 13.6 million tonnes to 24 million tonnes. The historical Phase I cost is USD 88.6 million. The submission also refers to a possible Phase II minerals terminal estimated at USD 509.1 million, but that amount is separate and must not be added to the Phase I project cost unless the database is formally re-scoped. Current port information helps explain the operating base on which the PAP II project is being implemented, but it must not be confused with completed project outputs. The 2026/2027 operator directory records a 645-metre multipurpose container terminal with a design capacity of approximately 500,000 TEU per year, a 300,000 square metre container yard, four ship-to-shore cranes and associated yard equipment. It records a general cargo terminal with 670 metres of quay and a design capacity of 4.5 million tonnes per year, as well as an oil terminal with an annual capacity of 2.5 million tonnes. These are current port facilities and capacities; they are not, by themselves, evidence that the full PAP II investment package has been completed. Physical implementation is clearest in the container and general-cargo components. The operator reported that the container terminal handled 469,664 TEU in 2025 and was adding two new ship-to-shore cranes to its equipment fleet. The stated development direction is to expand container handling towards 700,000 TEU per year. Earlier operator reporting also described expansion of general-cargo capacity from 3.5 million to 5 million tonnes per year and a dedicated fertilizer-handling facility with a conveyor from ship to warehouse and a dedicated mobile harbour crane. These activities relate directly to the approved container-terminal and fertilizer-terminal components and support a portfolio-level classification of S4B – Construction. They do not establish that wharves 11A and 11B, the multipurpose terminal and every supporting facility have all been completed. The fuel-terminal component remains less advanced. In 2025, CFM issued an expression of interest for consultancy services to develop a multi-user floating fuel pier, technically described as a single buoy or single point mooring. The consultancy covers assessment of regional fuel demand and storage requirements; collection of technical, environmental, legal and financial information; risk assessment; selection of a public-private partnership model; preparation and evaluation of partner-procurement documents; contract negotiation; and later supervision of works. This evidence shows active project preparation and procurement for the fuel component, not completed construction or operation. For database reporting, the project should therefore be treated as a mixed-maturity portfolio. S4B is justified because material components of the approved scope are under physical implementation, but the narrative must state that other components remain in preparation or have not been independently verified. The project must not be advanced to S4C until official evidence confirms commissioning and operation of the complete approved phase, or until the project is formally divided into separately reportable components. The USD 88.6 million value should continue to be described as the original Phase I baseline rather than a verified current cost estimate.

The project aims to identify all the obstacles to navigate the Congo River, and the Oubangui and Sangha tributaries as well as the port infrastructure needs in order to improve the conditions and the capacity of safe river transport. The Congo River is navigable for a distance of about 1700 km between Kinshasa and Kisangani. The Oubangui is navigable to Bangui from Liranga, which is 600 km from Brazzaville and the Sangha is navigable for a distance of roughly 710 km between Nola and the confluence with the Congo River. The project proposes sustainable solutions for the rehabilitation, development and operation of the river transport network. At the end of the feasibility study phase, the following developments are proposed for navigation and ports: Navigation: Improvement of the markup, the dredging of the main and secondary channel of the Congo River as well as the management of the difficult passes identified on Oubangui and Sangha. Ports: Dredging in front of wharves, salvaging wrecks, rehabilitating quay walls and quays, acquiring and repairing port operating equipment, rehabilitating buildings, warehouses and roads as well as the layout of certain existing berthing areas, etc. In addition, the project proposes skills development of the personnel of the institutions in charge of river transport of the three countries in the fields related to the code of inland navigation, the safety and security of navigation and port operations.

This project is part of the expansions at 2020 gap airports Phase 1. It will see upgrades at the N'djili Airport (also known as the Kinshasa International Airport).

The project involves the construction of a submarine optical fiber cable across Lake Tanganyika, connecting Kigoma in Tanzania to Kalemie in the Democratic Republic of the Congo (DRC). The cable is 186 km in length and will be deployed at lake depths reaching up to 1,470 meters. It will use G652D standard single-mode optical fiber with an initial capacity of 100 Gbps, expandable to several terabits per second using OTN over DWDM overlay technology. The primary component is the lake-bed cable, which will extend the existing Tanzania National ICT Broadband Backbone (NICTBB) into eastern DRC. The NICTBB, managed by Tanzania Telecommunications Corporation (TTCL) on behalf of the Government of Tanzania, already spans approximately 7,910 km and connects Tanzania to six neighboring countries: Zambia, Malawi, Kenya, Uganda, Rwanda, and Burundi. The project also includes establishing Points of Presence (PoPs) on both sides to facilitate interconnection and service delivery. The cable design incorporates specialized burial techniques and environmental safeguards to address seismic risks along the East African Rift. Joint environmental studies by TTCL and the Societe Congolaise des Postes et Telecommunications (SCPT) are being conducted to ensure compliance with the Ramsar Convention protecting Lake Tanganyika's biodiversity. This infrastructure is critical for digital integration within the East African Community (EAC) and the Economic Community of Central African States (ECCAS), providing a direct, high-capacity link that bypasses challenging overland routes. The project is recognized under the AUDA-NEPAD 2nd PIDA Priority Action Plan (2021-2030) as a key link for digital integration in East and Southern Africa. The government of Tanzania constructed a National ICT Broadband Backbone (NICTBB) connecting all Regions in Tanzania and cross boarder connectivity to Zambia, Malawi, Kenya, Uganda, Rwanda and Burundi. The NICTBB has a total length of 7,910Km. The aim of NICTBB is to provide connectivity to all neighboring countries. Now the government is planning to connect with DRC by construction of optical fiber cable. The ideal of connection is between Kigoma in Tanzania and Kalemie in DRC, where the submarine optical fiber cable will be constructed. To achieve direct cross border link across lake Tanganyika, it will requires understanding of lake Tanganyika's bottom terrain and hydrology, landscape of beach sides, assessment of risks for marine activity and analysis of environmental factors for an in-depth design. The process will need to involve desk study, preliminary system design, route survey then detailed system design, which will determine the requirements for its implementation and operation. However, for generic understanding of requirements, we have identified possible locations of cable landing points along the shores of lake Tanganyika. The direct water distances between the two points is approximate to 150km with 1,470m considered as possible maximum depth of lake Tanganyika. Therefore considering that the cable will need to be layed down at the bottom of the lake, about 200km of submarine OFC could be needed for laying between the two points.

The Kitoba-Lubango focal area (5,664 ha) is situated in is located between the villages of Kitoba and Lubango, in the territory of Lubero, in the district of Goma, in the province of North Kivu, in eastern DR Congo. The Project is to develop 3,000 ha irrigation and watershed management and is part of the investment programs prioritized by DR Congo for preparation and implementation whose identification was undertaken in 2012. Benefits will accrue to 15,000 beneficiaries (including 4,286 farmers) either directly or indirectly through creation of employment opportunities, water for domestic consumption, agricultural production, and livestock production. The outcomes of these benefits will be enhanced household incomes and livelihoods, environmental protection, watershed management, boosted agricultural production to match the ever increasing population and market demand at regional level thereby improving both national and regional food security, social economic development and ultimately poverty reduction. The Project"’s expected outputs include: Kitoba-Lubango irrigation infrastructure to enable 5,664 ha of land to be under irrigated agricultureWatershed management program for catchments upstream of the proposed irrigation infrastructureEnvironmental and Social Management PlanImproved market infrastructure and outlets; greater participation in rural economy by small-holder farmersImproved water resources monitoring along three tributaries through establishment of 2 new river gauging stations. A pre-feasibility study has been done and it is expected that this national priority project will cost USD 21.1m. Feasibility, ESIA, and detailed design is required and has been allocated USD 3m in NEL-IP.

A One-Stop Border Post (OSBP) facility at Mpondwe border between Uganda and DRC on the Northern Corridor. Border type: Juxtaposed.

The SADC Regional Carrier-Neutral Data Centre a strategic ICT infrastructure project under the PIDA Priority Action Plan 2 (PAP2) to develop a Tier III certified, carrier-neutral data centre to serve as the primary regional digital hub for the Southern African Development Community (SADC). The facility is designed to host the SADC Regional Internet Exchange Point (IXP), ICANN Root Server Instances, and cloud services infrastructure. Tier III certification guarantees 99.982% uptime with a maximum of 1.6 hours (95 minutes) of downtime annually, N+1 fault tolerant systems, and 72-hour power protection. The project is structured as a public-private partnership (PPP) with an estimated total facility investment of USD 10 million. The project institution is the SADC Secretariat, SATA, and the hosting country. Beneficiary countries include all 16 SADC member states: Angola, Botswana, Comoros, Democratic Republic of Congo, Eswatini, Lesotho, Madagascar, Malawi, Mauritius, Mozambique, Namibia, Seychelles, South Africa, Tanzania, Zambia, and Zimbabwe. The Digital Investment Facility (DIF), an EU co-funded service, is conducting a comprehensive feasibility, market, and regulatory study to enhance the bankability of the project and facilitate investor engagement. As of late 2025, a competitive evaluation process is underway to select the host country for the SADC Regional IXP component, with Botswana (via BoFiNet and its newly launched Digital Delta Data Centre) and a Zimbabwean entity shortlisted in the final evaluation stage. A data center is a critical information infrastructure. It complements IXPs to rely less on international transit for Internet. During the COVID-19 pandemic, the Internet has shown to a be an absolute prerequisite of modern living and a tool that can be used to protect people, save lives, to enable people to telecommute, students to keep up with their studies and for everyone to keep in touch with their families and friends. Most online content, tools and services used were hosted outside the region and this placed a lot of strain on the costly International Internet links. A data center is the digital heart of each public or private network providing access to data and services via the Internet.

Deploy a subriver cable between the 2 most closest capital cities in the world (Brazzaville and Kinshasa separated just by the Congo river) with a broadband connectivity Fibre Optic Cable.

The project involves the construction of a One Stop Border Post between Congo and DRC. Related to this project is the construction of a road/rail bridge between Brazzaville and Kinshasa.

The project comprises a dam at the Palambo Rapids on the Oubangui River and an associated hydroelectric plant serving Bangui and neighbouring areas of the Republic of the Congo and the Democratic Republic of the Congo. The dam would regulate downstream flows, particularly during the low-water season, while supporting electricity generation and safer, more reliable navigation between Bangui, Brazzaville and Kinshasa. The project is also linked conceptually to the Oubangui-to-Lake-Chad water-transfer initiative.

The project commences at the port city of Mombasa and covers a distance of 480 km to Nairobi and then 120km to Naivasha. It then proceeds 500km westwards to the Kenya/Uganda border through Kisumu. On the Ugandan side, the project covers the 250km Malaba - Kampala section and the spur from Tororo to Gulu via Soroti

The project commences at the port city of Mombasa and covers a distance of 480 km to Nairobi and then 120km to Naivasha. It then proceeds 500km westwards to the Kenya/Uganda border through Kisumu. On the Ugandan side, the project covers the 250km Malaba - Kampala section and the spur from Tororo to Gulu via Soroti

The project commences at the port city of Mombasa and covers a distance of 480 km to Nairobi and then 120km to Naivasha. It then proceeds 500km westwards to the Kenya/Uganda border through Kisumu. On the Ugandan side, the project covers the 250km Malaba - Kampala section and the spur from Tororo to Gulu via Soroti

The AXIS Project aims to facilitate the development of an African internet infrastructure through policy and regulatory reform, capacity building and technical assistance. Development of an African internet infrastructure refers to the establishment of regional internet exchange points (IXPs) and internet carriers. The AXIS Project is being implemented through two phases. Phase I consists of capacity building to support the establishment of national IXPs through providing a series of two workshops for stakeholders and the Internet Service Provider Association (ISPA) on  I) best practice and benefits of IXP and II) technical assistance through workshops which will cover the technical and administrative skills needed to set up, operate, and administer an IXP. Phase II focuses on supporting establishment of Regional IXP and Regional Internet Carrier through provisioning Capacity building workshops on best practice and benefits of setting up RIXP/IC and providing technical assistance. The AXIS Project is a flagship project of the African Regional Action Plan on Knowledge Economy (ARAPKE) endorsed by the African Union Executive Council.

The project supports operationalisation of the Single African Air Transport Market by addressing the infrastructure and airspace-management constraints that limit safe, efficient and competitive air transport. It covers both physical aviation infrastructure, including airports and air-navigation systems, and the institutional and technical architecture required for a seamless African airspace. The master plan is expected to consolidate national and regional plans, forecast traffic and capacity needs, identify infrastructure gaps, prioritise investments and develop an implementation roadmap. The seamless airspace component is intended to promote harmonised procedures, performance-based navigation, flexible routes, common surveillance-code arrangements and interoperable CNS/ATM systems. The African Union Commission and AFCAC are the principal continental institutions, working with ICAO, regional economic communities, air-navigation service providers, civil-aviation authorities and industry stakeholders. All African Union member states are beneficiaries. A continent-wide aviation infrastructure gap analysis was completed and validated in 2023. Official ICAO and AFCAC reporting in 2024-2026 indicates that its results are being used to refine the air-navigation master strategy and identify bankable national and regional projects. The 2026 AU Assembly still called for mobilisation of financing for development of the Continental Aviation Infrastructure Master Plan.

O projecto faz parte da interligação de transmissão Inga-Cabinda-Pointe Noire, ligando os sistemas de energia da RDC, Angola e Congo, com uma capacidade de transferência de 600 MW.

Construction of Rusizi/Bakavu One-Stop Border Post between Burundi and DRC, with Bakavu on the DRC side and Rusizi on the Burundi side. The OSBP lies on the Central Corridor.

Upgrading the existing Kabale- Kisoro  National  Road From Gravel to Asphalt Concrete Surfacing

~~At this stage , the project does require a feasibility study in order to define to the attention of the investor ,all aspects regarding the project namely economic , social, technical and environmental. This port was built during colonial rule by  1928 and since then big rehabilitation works had never taken place ; its infrastructures are nowadays in a very dilapidation state as described below : The port of Kalemie is managed by the DRC Railways company « SNCC » .The maintenance of seawalls, du chenal d’accès, des jetées  is under the supervision of «  la Régie des Voies Fluviales, RFV». The main activity of the port is linked to railways traffic. The port consists of a mole of 383,5 m moving toward the lake : On the internal side, there is a appontement in an armed concreteof 9,5m width, On the external side, embankments andrip- rapsdo protect the structure against theswells. The port does also have a dry dock which is in operations, but we do have a lot of difficulties regarding its functioning ie a launching longitudinal  slipway has not been used since 1974 because of a very badstate and the hydrocarbon jetée is partially destroyed and currently out of service . These structures are deteriorated and no longer offer conditions regarding security for port activities. The port being located on the Northern side of the l"’embouchure of Kalemie river, the courseof sand being brought by the river from south to north is being felt under the l"’influence of dominant wind moving from south-east to theendand inside the pier. The overhanging of sand dangerously decreases the width on the entrance to the port , influencing by that also theanchorage . This quantity of sand can be estimated to ± 400.000m3. All these deteriorated structures together with port cranes lead to a big bottleneckthat greatly reduces the corridor evacuation capacity.  

Construction of DRC section of the fibre optic link between Kinshasa (DRC) and Kigali/Bujumbura (Rwanda/Burundi). EDIT : This project involves the roll out of a fiber optic backbone linked to regional network to improve quality and reduce costs of communications services. The project links the DRC to Rwanda and Burundi and to the East African countries networks and will offer redundancy loops for these networks with DRC and the countries in the region.

Project will be executed and operated by the two countries national FO telecom companies : SCPT (DRC) and Angola Cables (ANG). A joint planning meeting was held in Kinshasa in 2017. Financing partners are now being approached.