Project Showcase

The project proposes a continuous rail loop connecting five West African capitals: Abidjan, Ouagadougou, Niamey, Cotonou and Lomé. The approved network length is 2,928 km, comprising approximately 1,157 km between Abidjan and Ouagadougou, 502 km between Ouagadougou and Niamey, 1,101 km between Niamey and Cotonou and 168 km between Cotonou and Lomé. The programme involves rehabilitation and modernisation of existing railway assets, construction of missing links and development of interoperable services across Benin, Burkina Faso, Côte d'Ivoire, Niger and Togo. The PAP II technical concept specifies standard gauge and diesel traction, although detailed studies must confirm the final technology, phasing and interoperability requirements. The railway is intended to provide Burkina Faso and Niger with competitive access to coastal ports, improve the movement of bulk commodities and passengers and support development of mining, agricultural and industrial production. ECOWAS and UEMOA are the regional institutions responsible for coordination. The PAP II estimate is USD 53.96 billion in CAPEX, with USD 6.9 million for technical studies and preparation. Because the programme contains existing and missing sections across five countries, a later consolidated feasibility study may materially revise its phasing and cost. On 7 March 2024, the UEMOA Commission adopted a decision formally establishing the regional rail-loop project. UEMOA stated that the decision would facilitate the mobilisation of financing for missing links and the rehabilitation of existing lines. Its 2025-2030 strategic plan schedules studies for the rail loop.

The programme is intended to establish an integrated economic and transport corridor from Praia in Cabo Verde to Dakar and onward to Abidjan through the coastal states of western Africa. The road component follows the Dakar-Banjul-Bissau-Conakry-Freetown-Monrovia-Abidjan route, while a maritime service is intended to connect Praia with Dakar and neighbouring mainland ports. The current ECOWAS alignment work identifies approximately 3,164 km for the highway component and about 600 km for the maritime connection. The project is broader than a highway: the founding corridor treaty allows for rail, maritime and air transport, fibre-optic infrastructure, pipelines and economic-development interventions. The location countries are Cabo Verde, Senegal, The Gambia, Guinea-Bissau, Guinea, Sierra Leone, Liberia and Côte d'Ivoire. Burkina Faso, Ghana, Mali, Niger and Nigeria benefit through links with inland and adjoining regional corridors. ECOWAS and the future corridor authority are responsible for regional coordination. The PAP II submission estimated USD 21 billion in CAPEX and USD 70 million for technical studies and preparation. AfDB and NEPAD-IPPF support financed initial studies, including identification of the optimal route and socio-economic and financial work on the maritime link. ECOWAS reported in September 2025 that the preliminary studies for the two initial components had been completed. The ministerial steering committee approved the programme for the next stages, including additional studies, treaty ratification, institutional arrangements and financing. These milestones support S2B but do not establish completion of detailed design for all components, financial close, tendering or corridor-wide construction. Individual works located along the route, including national roads or specific bridges, should not automatically advance the whole umbrella programme.

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 Abidjan-Lagos corridor connects five of West Africa's largest urban and economic centres and serves ports and inland markets across the region. The project is intended to develop a homogeneous six-lane dual carriageway from Côte d'Ivoire through Ghana, Togo and Benin to Nigeria, using a new alignment while incorporating suitable existing sections where required. The programme combines hard infrastructure with institutional and trade-facilitation components. Its preparation includes feasibility, environmental and social assessment, detailed engineering design, PPP viability analysis, road-safety audits, spatial-development planning, harmonised transit and border systems and establishment of the Abidjan-Lagos Corridor Management Authority. ECOWAS is the implementing agency on behalf of the five corridor states. The project treaty and institutional framework provide for ALCoMA to own, develop, manage and operate the supranational highway. This regional governance model is essential because the road must use common standards, concession arrangements and operating rules. The original PAP II estimate of approximately USD 7 billion was an early baseline. After feasibility and preliminary design, ECOWAS reported a current investment estimate of approximately USD 14.7 billion for a 1,028 km highway, to be financed through a mixed public-private model. During 2024, national and regional workshops reviewed and validated the detailed-design and trade-facilitation studies. In 2025, ECOWAS reported that the project had entered the final-design phase and that technical experts were considering design options and financing models for fifteen concession lots. In 2026, ECOWAS and AfDB began country missions to initiate financing discussions, and ALCoMA held its first board meeting. These milestones demonstrate project structuring and investment preparation. Land acquisition, right-of-way protection, investor mobilisation and completion of transaction documentation remain necessary before tendering or physical implementation.

The LAPSSET Railway Project forms the railway component of the Lamu Port-South Sudan-Ethiopia Transport Corridor. Its approved purpose is to create a new regional rail connection from the Indian Ocean coast through northern Kenya to Ethiopia and South Sudan. The route begins at Lamu Port, runs through Garissa to Isiolo, and then divides into two international branches. One branch continues through Nginyang and Nakodok to Juba in South Sudan, while the other continues through Moyale to Addis Ababa in Ethiopia. The approved concept also includes a railway connection between Nairobi and Isiolo. The approved regional network is approximately 2,900 km long. The PIDA PAP II submission specifies a 1,435 mm standard gauge and electric-powered railway technology, with design speeds of up to 160 km/h for passenger trains and 120 km/h for freight trains. The planned railway is intended to carry passengers, heavy goods, oil products and other non-pipeline petroleum products, including bulk fuel oil, bitumen and liquefied petroleum gas, between Lamu Port and demand centres along the corridor. These are planned design parameters and must not be reported as completed or operational capacity. The project is regional in both geography and governance. Ethiopia, Kenya and South Sudan are the member states and project locations recorded in the approved PAP II submission. Uganda is also identified as a beneficiary country. IGAD is the regional economic community and the IGAD Secretariat is identified as the project institution. The project is aligned with Kenya Vision 2030 and the IGAD Regional Infrastructure Master Plan. Implementation will require coordinated technical standards, cross-border operating rules, environmental and social safeguards, land and corridor protection, institutional agreements and financing arrangements across the participating countries. The submitted project-cost baseline is USD 12.0 billion. This amount should remain the historical PAP II baseline until a later consolidated cost is supported by an approved regional study. The approved-project record identifies S2A - Pre-Feasibility as the last known milestone. The PIDA Investment Prospectus status history also records Pre-Feasibility in 2020, 2022 and 2024. These dated status entries should control the historical annual records rather than retrospectively applying the current feasibility label. The current PIDA Investment Prospectus displays the project at Feasibility, or 50 percent progress. It identifies the remaining work as completion of comprehensive feasibility studies across the project, mobilisation of technical assistance for detailed designs, establishment of a corridor-coordination mechanism, completion of environmental and social assessments, development of PPP frameworks and securing of financing commitments. Contractors and operators remain to be determined through competitive procurement after project structuring and financing. Other LAPSSET investments must not be used as evidence of railway construction. Progress on Lamu Port, highways, pipelines, airports, resort cities, the refinery, the multipurpose dam or communications systems belongs to separate components of the wider corridor.

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 Libyan Alternative Freeway/Emsaad-Ras Ajdir motorway is intended to provide a modern high-capacity road along Libya s coastal transport spine. The road has strategic regional importance because it forms part of the wider Maghreb highway and supports movement between North African markets, ports and border crossings.The project has a long history. Reuters reported in 2010 that Libya had attracted offers for a roughly 1,700 km four-lane road from Ras Ajdir to Imsaad. ERMA describes the new highway as part of the Maghreb highway and as a response to congestion, safety and transport-sector development needs.Validation note: the database values of preparation_cost 700, capex_cost 7,000 and operation_cost 350 USD million match older PIDA-style values, but external current validation remains limited. The values should be treated as historical/provisional until Libya s strategic transport-sector study and updated pipeline confirm scope and cost.Sources reviewed: Emsaad-Ras Ajdir Motorway Authority, Project for the new fast road, https://erma.gov.ly/en/new-hight-way-project/; Reuters, Libya 1700 km road attracts offers, https://www.reuters.com/article/world/africa/libya-1700-km-road-attracts-20-offers-italy-min-idUSLDE67N1BP/.

The project proposes an inland alternative freeway running east-west across Libya for approximately 1,750 km. It is intended to improve national and regional route redundancy, relieve pressure on coastal connections, support domestic mobility and strengthen links with neighbouring North African and Maghreb transport corridors. The active PAP II financial baseline is USD 7 billion in CAPEX. The active record's length dimension is corrected from 1,750 metres to 1,750,000 metres, representing approximately 1,750 km. The last verified PAP II portfolio milestone is S3A.

The governments of Kenya and Uganda and Rwanda have committed to the development of a standard gauge railway that links the landlocked countries of Rwanda and Uganda with Mombasa port in Kenya. This project entails the section from Nairobi to the Kenya/Uganda border at Malaba.

The project will connect Mtwara Port with Mbamba Bay through southern Tanzania and provide branch lines to the Mchuchuma coal and Liganga iron-ore deposits. The PAP II concept covers approximately 1,000 km of standard-gauge railway and is designed for passenger speeds of up to 160 km/h and freight speeds of up to 120 km/h. The PAP II baseline was USD 5.5 billion at 2016 prices, excluding VAT; Tanzania's March 2026 PPP pipeline gives a current indicative estimate of approximately USD 5.6 billion. The railway is intended to form the transport backbone of the Mtwara Development Corridor. It would support movement of minerals, agricultural products, fuel, industrial inputs and general freight between inland production areas, Lake Nyasa and the Indian Ocean. Malawi, Mozambique, Tanzania and Zimbabwe are identified as beneficiaries in the PAP II record. Feasibility and preliminary design were completed before the current reporting period. Government reporting in 2023 described the next step as engagement of a transaction adviser to review the earlier feasibility work and prepare procurement documentation for selection of a PPP investor. The PPP model reflects the project's large capital requirement and the need to link railway demand with development of the mineral and agricultural base. In February 2026, Tanzania's Deputy Minister for Transport confirmed that feasibility and preliminary design had been completed and that the government was continuing to mobilise resources, including through public-private partnership arrangements. No official record reviewed confirms financial close, award of a railway works contract, contractor mobilisation or construction.

The project entails the construction of the 2000 km railway line from Douala Port through Cameroon to N'Djamena in Chad.

The governments of Kenya and Uganda and Rwanda have committed to the development of a standard gauge railway that links the landlocked countries of Rwanda and Uganda with Mombasa port in Kenya. This project entails the section from Mombasa port to Nairobi in Kenya.

The governments of Kenya and Uganda and Rwanda have committed to the development of a standard gauge railway that links the landlocked countries of Rwanda and Uganda with Mombasa port in Kenya. This project entails the section from Kampala to Kasese in Uganda.

The governments of Kenya and Uganda and Rwanda have committed to the development of a standard gauge railway that links the landlocked countries of Rwanda and Uganda with Mombasa port in Kenya. This project entails the section from Kasese in Uganda, to the border with Rwanda at Mirama Hills.

The governments of Kenya and Uganda and Rwanda have committed to the development of a standard gauge railway that links the landlocked countries of Rwanda and Uganda with Mombasa port in Kenya. This project entails the section from the Mirama Hills border (Uganda/Rwanda) to Kigali, the capital of Rwanda.

The project is intended to restore and modernise a continuous railway corridor between Morocco, Algeria and Tunisia. The approved first-phase scope includes modernisation of the Fez-Oujda line, rehabilitation of the Oujda-Akid Abbas cross-border section between Morocco and Algeria, creation of a new Annaba-Jendouba connection between Algeria and Tunisia and modernisation of the Jendouba-Jedeida section. The technical concept includes rehabilitation and duplication of selected lines and structures, electrification using a 2x25 kV system, deployment of ERTMS Level 2 train control and targeted signalling and telecommunications improvements. Current PIDA technical material describes an approximate 2,300 km Casablanca-Tunis corridor. These are planned parameters, not completed outputs. The project-location countries are Morocco, Algeria and Tunisia. Libya and Mauritania are mentioned only as possible future extensions and are not recorded as current project countries in the PAP II approved record. The Arab Maghreb Union and the national railway institutions are responsible for regional coordination. The African Development Bank's project P-Z1-DC0-017 finances the pre-feasibility study for rehabilitation and modernisation of the Trans-Maghreb Railway. AfDB continued to list the operation as ongoing, with an implementation progress report issued for June 2024. This demonstrates active preparation but not completion of feasibility or entry into investment structuring.

The Nacala Railway Corridor Project will transport approximately 18 million tons of coal, derived from the expansion of Moatize Mine (Mozambique) through a railway system connecting the existing mine in Moatize to a new coal terminal in Nacala Velha (Mozambique). The project was funded by Vale, and has the potential of being developed into a transport corridor for Mozambique's Tete Province, and potentially Zambia and the Democratic Republic of Congo (DRC). The railway line is located in the north-western region of Mozambique, starting at Moatize in the Tete Province, going through Malawi and connecting to the existing railway network at Nkaya Junction. From here the route follows the exisitng alignment through Entre Lagos, Cuamba and Nampula. Finally, in the region of Monapo, the railway follows a new route up to the new coal terminal at Nacala Velha. Aurecon previously developed FEL 1, 2 and 3 (Front End Loading) studies for the development of the corridor. The Detail Design (FEL4), included the design of the entire railway line and its associated infrastructure from the mine loadout station to the car dumper at the proposed new port terminal at Nacala Velha. The railway line is designed for a 20.5t axle load. Apart from providing an export conduit for the client, the rail corridor will have direct- and indirect social benefits to the larger community in terms of job creation, improved mobility (passenger train services) and the economic development of the region.

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.

A 2x3 Highway from Abidjan to Lagos through Accra, Lome and Cotonou covering a large proportion of West Africa"’s population and linking very vibrant seaports which serve all the landlocked countries of the region being Burkina Faso, Mali and Niger. The project also includes provision for trade and transit facilitation, corridor management and the development of economic zones such as logistics centers, industrial zones, cross-border and regional markets to ensure the integration of the region and economic development.

The port expansion for Durban are driven by the major container expansions required to ensure that the port component of the Durban to Gauteng Freight Corridor can meet future demand. Short term expansions will be made within the existing port followed by medium term development of a complementary new port on the old airport site, followed by a long term expansion in Bayhead.

Tanzania is constructing the high speed electric standard gauge railway line from the port of Dar es Salaam to the inland Lake Victoria (at Mwanza) (1219 Km) with a target speed for passenger trains travelling at up to 160kph and cargo trains at up to 120kph and a branch from Isaka to Rusumo connects Keza in Kigali (371 Km)

Tanzania is constructing the high speed electric standard gauge railway line from Isaka to Rusumo connects Keza in Kigali (371 Km)

The governments of Kenya and Uganda and Rwanda have committed to the development of a standard gauge railway that links the landlocked countries of Rwanda and Uganda with Mombasa port in Kenya. This project entails the section from the Malaba border post (between Kenya and Uganda) to the Ugandan capital Kampala.

Construction and upgrading of the approx. 2,000 km single carriageway road from Yaounde (Cameroon) to Brazzaville (Congo). In particular, this project involves the section in Cameroon, from Yaounde to the border with Congo.

Upgrading of the 1,602 km of single carriageway road from Libreville (Gabon) to Brazzaville (Congo). In particular, this project involves the section in Gabon, from Libreville to the border with Congo.

Expansion of the Maputo port, including the dredging of the port from its current 9,4 m draught to 11 m to accommodate the larger Panamax vessels, which will improve the port"’s competitiveness in terms of bulk and container traffic, and expansion of the coal terminal.

The Ouesso-Bangui-Ndjamena road is a link in the Pointe Noire-Brazzaville / Kinshasa-Bangui-Ndjamena multimodal transport corridor. The road is also part of the network of the priority program of the consensual master plan of transport in Central Africa (PDCAT). The corridor connects the capitals of Congo, the Democratic Republic of Congo, the Central African Republic (CAR) and Chad. It also provides the CAR and Chad with a second access to the sea. A highway network of approximately 1310 km, which starts from Ouesso in North Congo to MbaA¯koro (near Moundou) in the South of Chad while passing through Bangui in Central African Republic. It comprises the following two sections: (i) the Ouesso-Bangui section in the equatorial forest to the South, which is about 640 km long and lies across Congo and the CAR; and (ii) the Bangui-MbaA¯koro section in the savannah woodland to the North, which is about 670 km long and lies in CAR and Chad territory;

The Nacala Railway Corridor Project will transport approximately 18 million tons of coal, derived from the expansion of Moatize Mine (Mozambique) through a railway system connecting the existing mine in Moatize to a new coal terminal in Nacala Velha (Mozambique). The project was funded by Vale, and has the potential of being developed into a transport corridor for Mozambique's Tete Province, and potentially Zambia and the Democratic Republic of Congo (DRC). The coal terminal will have the capacity to handle 30 million tons per annum.

This project covers the Senegal portion of the Dakar-Ndjamena-Djibouti Road/ Railway project. This is a multimodal transboundary transport corridor including Senegal, Mali, Burkina-Faso, Niger, Nigeria, Cameroon, Chad, Sudan, Ethiopia and Djibouti. It is a combination of the Trans-African Highway 5 (Dakar to N’djamena) and 6 (N’djamena to Djibouti), a combined distance covered of 8,715 km.  However over time, the railway transport route between Dakar and Bamako has become degraded and and created hindrances in the international services for passenger transportation. In order to improve the competitiveness of the route, the two states financed a study in order to define the best way to finance or to participate in the funding of the Dakar- Bamako railway infrastructure upgrade. The project will have the following components: Rehabilitation of the platform and reconstruction of the engineering works to 22.5 tons / axle; Railway rehabilitation (main roads and service roads) Implementation of a train cantonment system and a telecommunications system in line with UIC railway standards; Acquisition of rolling stock and railway equipment; Development and renovation of station facilities. The Dakar-Bamako Rail Project has been prioritised by the Government of Senegal as the first of three phases of the Project. It entails the rehabilitation of the existing railway network between Dakar and Bamako (1,228 km), with a total project cost of US$ 2.2 billion.

Rehabilitation and upgrading of the 197 km of road which would be the first toll road in Tanzania (First 100 km 6 lanes and then 4 lanes). The project requires the construction of a new road, adjacent to the existing road, that will give drivers the choice between paying for a superior toll road, constructed to expressway standards, or making use of the existing road. The project comprises four and six lane carriageways, 8 interchanges, 7 toll plazas and weigh bridges as well as a number of bridges. Tanzania"’s Roads Act 2007 recognises the Dar es Salaam - Chalinze - Morogoro road section as part of the main TANZAM Highway and Central Corridor T-1 route which connects Dar es Salaam and its port with land locked neighbouring countries.

Expansion of Pointe Noire Port (Republic of Congo).

The project will construct approximately 80 km of dual-carriage motorway between Bou Salem and the Tunisian-Algerian border. Together with the Oujda-Algerian-border link in Morocco, it will close the principal missing sections of the central Trans-Maghreb Motorway Axis. The project is intended to improve continuity between Tunisian and Algerian motorway networks, reduce travel times and accident risk, facilitate cross-border movement and strengthen regional trade and economic integration. The original PAP II financial text gives TND 2.260 billion and provides a source USD equivalent of USD 805.27416 million. This is stored as CAPEX and total cost. The UfM continues to identify the project as ongoing and states that completion of project design and implementation of the fundraising plan remain next steps. Evidence of PPP studies or a decision on delivery method supports project structuring but does not prove tender award or construction. T

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 project will deliver: (i) Reduced transport costs for landlocked EAC states (Uganda, Rwanda, Burundi) and neighbouring countries like DRC, by shifting cargo from long road hauls to lake shipping. (ii) Improved lake transport operations - more reliable schedules, safer routes, better intermodal links (road/rail/port). (iii) Increased investment in: - port and maritime infrastructure, - modern cargo and passenger vessels, - tourism and water sports around the lake. (iv) A safer navigation and security environment (fewer accidents, better emergency response). Port rehabilitation and construction will include: - Rehabilitation and expansion of Kisumu Port - Construction of Bukasa Inland Port near Kampala; - Upgrades in Mwanza, Bukoba, Musoma;

The project involves the upgrading of the 640 km road from Eldoret to Nadapal, the border with South Sudan.

Development of new container terminal (berths 13 and 14) with dredging of the access channel at Dar es Salaam Port.

The project forms part of the upgrading of the 1,200 km of narrow gauge railway between Abidjan and Ouagadougou. In particular it involves the section in Ivory Coast, from Abidjan to the border with Burkina Fasso.

This project includes development of 3 new berths on the eastern side of Dar es Salaam port, linked by a bridge south of the existing dockyard and fronting the new Kigamboni city extension. The new berths will allow avoidance of access chanel limitations making it possible to handle 6th generation vessels.

The project covers modernisation of RN01 between Ghardaia and Tamanrasset, a central Algerian section of the Trans-Saharan Highway. The intended works include capacity, pavement, alignment, safety and service improvements needed to support long-distance freight and passenger movements. The project has regional significance because RN01 forms part of the principal route connecting northern Algeria with the Sahara, Niger, Nigeria and adjoining Sahel markets. Progress on rail projects or on other Trans-Saharan road sections must not be reported as implementation of this specific RN01 modernisation scope. The verified PAP II financial baseline is USD 500 million in CAPEX. The project retains S3A, as it is the last verified PAP II milestone and no later official evidence of exact scope supports a stage change. The existing 2,400 km dimension is not changed because the uploaded validation review concluded that it may describe the wider corridor rather than the specific Ghardaia-Tamanrasset section.

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.

This project entails the upgrading of the Mombasa -Voi road to a dual carriageway. An alternative short term solution is to rehabilitate the road and provide climbing lanes along sections where heavy vehicles reach crawl speed as a result of steep gradients.

The Ntem River Bridge is intended to close a major missing link between Cameroon and Equatorial Guinea on the Kribi-Campo-Bata road corridor. It will support a continuous regional route connecting Cameroon, Equatorial Guinea and Gabon and improve access to ports, border areas and national road networks. The approved technical scope consists of a 972 m prestressed-concrete box-girder bridge constructed by successive cantilevers. It includes a two-way seven-metre carriageway, cycle tracks and pedestrian walkways, approximately 933 m of approach road towards Campo in Cameroon and 600 m towards Rio Campo in Equatorial Guinea, as well as environmental and social measures. Cameroon and Equatorial Guinea are the project-location countries, while Gabon is a beneficiary through the wider Yaoundé-Bata-Libreville economic corridor. ECCAS is the regional institution responsible for corridor coordination. The PAP II estimate is USD 447.3 million excluding taxes and customs duties but including physical and financial contingencies. This value represents the complete approved project, not merely a study or one national access-road component. AfDB approved the regional transport and trade-facilitation project in 2023 and provided financing through sovereign operations involving the participating states. Approval of finance supports S3B, but it does not by itself prove that procurement or physical construction has begun. Official project reporting reviewed through 2025 continued to show the operation as active.

Construction of 365 km Juba-Torit-Kapoeta-Nadapal single cariageway road in South Sudan. The road links with the proposed South Sudan/Kenya OSBP project at Nadapal.

Le projet de route Ketta-Djoum consiste en sa deuxième phase au bitumage de la section Sembe (Congo)-Mintom (Cameroun). Les travaux concernent les tronçons Sembe-Souanké-Ntam(143km) au Congo et Mintom-Lele-Ntam(90km) au Cameroun, les études et les appuis institutionnels au secteur des transports, l'appui A  la facilitation du transport et du commerce, et le soutien A  la biodiversité.

The project will enable a direct road link between the Central Corridor and Lake Victoria at Kigoma.

The project incorporates a combination of capital expenditure and operational optimisation initiatives to increase the capacity of the overall export coal system to 81mtpa. These projects include: - Major upgrades to the power supply and overhead traction equipment - Running line upgrades - Matlabas loop extension - Rolling stock yards"  

Widening of the road from 6m to 7m with a paved shoulder to harmonise with EAC standard. The Muyinga-Gitega road is about 104 km on the RN12. This road forms part of the shortest route to the port of Dar es Salaam and carries 60% of international traffic with Burundi.