Project Showcase

La réalisation du projet se fera en deux phases suivant le financement actuel.Il comprend des travaux routiers, des mesures de facilitation de transport et d'autres activités connexes de développement. La phase1 comprend le bitumage de 144 km (Ndende-Doussala) au Gabon et 93 km (Dolisie-Kibangu) au Congo, la réhabilitation de 130 km (Kibangu-Ngongo-frontière du Gabon) et la mise en oeuvre des mesures de facilitation de transport. La phase 2 comprendra le bitumage des tronçons restants entre Kibangu et Ngongo,l'aménagement de la voie de contournement de la ville de pointe noire,l'aménagement des ports secs de Dolisie(Congo) et de Ndende(Gabon) et la mise en oeuvre des mesures de facilitation de transport.

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 aims to develop inland water transport infrastructure and services along the Akagera River to improve regional connectivity between Rwanda, Tanzania, and Uganda. The project involves river navigation improvements, construction of port facilities, acquisition of suitable vessels, and establishment of a sustainable operational framework. This environmentally friendly transport alternative will connect Lake Victoria to regions along the Akagera River, providing cost-effective transportation for both passengers and freight while reducing pressure on road infrastructure. The project will employ appropriate river transport technologies suited to the specific conditions of the Akagera River, which has varying depths and flow conditions across seasons. Key design elements include: - Shallow-draft vessels, - Modular port facilities adaptable to water level variations, - Environmentally sensitive river training works where necessary. - Solar power systems for port facilities; - Navigation aids and communication systems compliant with inland waterway standards; - Digital booking and cargo management systems; - Safety and emergency response equipment

The project is intended to create an inland-water transport connection from Lake Victoria through the Kagera/Akagera River to Kagitumba in eastern Rwanda. Its approximately 260 km scope may require river training, dredging, bank protection, cut-offs, navigation structures and inland-port development. The project would provide Rwanda with direct water access to Lake Victoria and connect regional cargo and passenger movements to existing lake ports and onward road and rail corridors. Technical preparation must address seasonal flows, sedimentation, protected ecosystems, hydraulic structures, navigation safety and harmonised cross-border regulation. The project reports a three-stage project cost of USD 298,082,400. The previously stored USD 815 million total is not supported as a like-for-like PAP II baseline by the uploaded validation documents. The active record is therefore corrected to USD 298.0824 million and classified as CAPEX because no separate preparation or operating-cost split is given. The older feasibility work and continuing regional recognition support retaining S2B rather than downgrading the project solely because recent public evidence is limited.

Strategically located half-way down the coast of Namibia, with direct access to principal shipping routes, Walvis Bay is a natural gateway for international trade. Walvis Bay is Namibia's largest commercial port, receiving approximately 3,000 vessel calls each year and handling about 5 million tonnes of cargo. In order to deal with even higher levels of throughput, cargo-handling facilities have been improved, and Namibia Port Authority (Namport) remains committed to infrastructure development, in line with Namport's Mission to provide efficient and effective port and related services. The project will expand the Port of Walvis Bay"’s container handling as well as bulk handling capacity ahead of demand by the construction of a 30 hectare large new modern container terminal on reclaimed land with 600m of quay wall length designed for a water depth of 16.5m alongside but dredged to 14.0m initially. In so doing the current container terminal will be converted back to a multipurpose terminal capable of handling more bulk and break bulk cargo.

The project is intended to provide a paved regional road from El Fasher through Kabkabiya and El Geneina to Adri at the Chad border. It covers about 328 km of new construction and 21 km of upgrading, giving an overall planned length of approximately 349 km. The road would improve access across Darfur, strengthen Sudan-Chad connectivity, reduce travel costs and isolation and support trade, humanitarian access and regional integration. The PAP II financial baseline is USD 262.4 million in CAPEX. The project remains active in the PAP II portfolio, but the current conflict and institutional environment in Darfur mean that anticipated schedules or general road activity cannot be treated as progress on this specific corridor. No construction-stage claim is made.

Upgrading of the 240 km single carriageway road from Garoua to Boulai to N’Gaoundéré in Cameroon.

The project involves the upgrading of 29 km of the Nairobi Southern Bypass road in Kenya.

The project involves the modernisation of the Dar es Salaam Port, including upgrade to berths 1 to 7, deepening of the harbour, improveing cargo handling and port layout.

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 project involves the construction of a new coal terminal at Beira port. A 50 ha site has been set aside for this purpsoe. The terminal is intended to process export coal mined by Brazilian group Vale and Anglo-Australian group Rio Tinto.

The Kayanza- Bugarama road is about 59 km on the RN1. It originates from Bugarama and terminates in Kayanza City. This road forms part of the trade route with Rwanda.

The project involves upgrading of missing links along part of the Central Corridor of Manyoni-Itigi-Tabora-Urambo-Kaliua-Kigoma: Nyahua to Chaya (90km), Urambo to Kaliua (33km), Kazirambwa to Chagu (40km) and Malagarasi to Uvinza (51km) from gravel to paved.

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 road runs in a southern direction from Harare to Beitbridge Border Post (between Zimbabwe and South Africa), covering a total distance of 571km. The Harare-Beitbridge road is part of the Regional Trunk Road Network (RTRN Link Nr 25). This section covers 184 km from Turn Off to Beitbridge Border Post.

The Sena line runs from Limbe (going through Chiromo where the railway line crosses the Shire River, where the culvert has been washed away and Nsanje) to Marka, the border between Malawi and Mozambique.

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 project will construct an approximately 24 km dual-carriage motorway from the terminal part of the Fes-Oujda motorway to the Moroccan-Algerian border, where it is intended to connect with Algeria's East-West motorway. It is one of two missing links in the central section of the Trans-Maghreb Motorway Axis; the other is the Bou Salem-Algerian border section in Tunisia. The link is intended to provide continuity along the wider Agadir-Ras Jedir motorway corridor and improve regional mobility, road safety and trade. The PAP II baseline identifies Morocco as the submitting and implementing state, with wider Trans-Maghreb users benefiting from the connection. Current UfM reporting still identifies the Oujda-border section as an outstanding missing link and states that design completion and fundraising preparation remain necessary. Construction of other motorway sections in Morocco or Algeria must not be reported as implementation of this specific cross-border link.

The road runs in a southern direction from Harare to Beitbridge Border Post (between Zimbabwe and South Africa), covering a total distance of 571km.The Harare-Beitbridge road is part of the Regional Trunk Road Network (RTRN Link Nr 25). This section covers 151 km from Chivhu to Masvingo.

The road runs in a southern direction from Harare to Beitbridge Border Post (between Zimbabwe and South Africa), covering a total distance of 571km. The Harare-Beitbridge road is part of the Regional Trunk Road Network (RTRN Link Nr 25). This section covers 141 km from Harare to Chivhu.

The project involves the construction of the Kousséré One-Stop Border Post between Cameroon and Chad, on the Douala-Bangui Douala-N Djamena Multimodal Transport Corridor.

The Bugarama- Bujumbura road is about 35 km on the RN1, and forms part of the Central Corridor.

The road runs in a south westernly direction from Bulawayo to the Beitbridge Border Post (between Botswana and South-Africa), covering a total of 320km. See this project on an interactive GIS map (with Google Earth satellite imagery and geo-referenced photographs) at www.tmsagis.co.za. The Bulawayo - Beitbridge road is part of the Regional Trunk Road Network (RTRN Link Nr 311).

The project proposes construction of approximately 128.3 km of paved road from Rihaid El Birdi in Sudan to Om Dafug at the Central African Republic border. It would improve a remote cross-border connection and facilitate movement of people, goods and services. The road is intended to reduce transport costs and isolation, improve regional trade and access and strengthen Sudan–Central African Republic connectivity. The PAP II financial baseline is USD 102.64 million in CAPEX. The previously stored total of 200,000,000 was incompatible with the database’s USD-million convention and also differed materially from the approved baseline. Preparation and operation costs remain NULL. The existing length value of 128 metres is corrected to 128,300 metres, equivalent to 128.3 km. Achieved length remains NULL because no completed works are verified. The project retains S2B as the last verified milestone; current conflict and limited owner reporting do not support a later stage.

The road runs in a north-easterly direction from Harare to the Nyamanpanda Border Post (between Zimbabwe and Mozambique), covering a total distance of 278km. See this project on an interactive GIS map (with Google Earth satellite imagery and geo-referenced photographs) at www.tmsagis.co.za. The Harare-Nyamapanda road is part of the Regional Trunk Road Network (RTRN Link NR 25) as well as the Trans-African Highway NR 9 and the rehabilitation of Marehwa-Nyamapanda is a section of this project, which covers a distance of 172km.

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 Chirundu-Harare road runs in a south-easterly direction from Chirundu Border Post (between Zimbabwe and Zambia) to Harare, the capital city of Zimbabwe, covering a total distance of 348 km. The Chirundu-Harare road is part of the Regional Trunk Road Network (RTRN Link Nr 22) as well as the Trans-African Highway Nr 9. This section covers a distance of 101 km from Chinhoyi to Harare.

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 road is currently paved with bitumen and needs upgrading to asphalt concrete as well as carriageway expansion from 6 meter to 7 meters. The Kobero-Muyinga is on the RN6. This road forms part of the shortest route to a trade port (Dar es Salaam), and carries 60% of international traffic with Burundi.

The road runs in a southern direction from Harare to Beitbridge Border Post (between Zimbabwe and South Africa), covering a total distance of 571km. The Harare-Beitbridge road is part of the Regional Trunk Road Network (RTRN Link Nr 25). This section covers 95 km from Masvingo to Turn Off.

The Chirundu-Harare road runs in a south-easterly direction from Chirundu Border Post (between Zimbabwe and Zambia) to Harare, the capital city of Zimbabwe, covering a total distance of 348 km.The Chirundu-Harare road is part of the Regional Trunk Road Network (RTRN Link Nr 22) as well as the Trans-African Highway Nr 9. This section covers a distance of 94 km from Karoi to Chinhoyi.

The project involves the construction of 117 km section of single carriageway road between Mako and Dialocoto. This section is of the missing links on the Dakar-Bamako road.

Rehabilitation of 91 km of single carriageway road between Lusahunga and Rusumo in Tanzania.

The Chirundu-Harare road runs in a south-easterly direction from Chirundu Border Post (between Zimbabwe and Zambia) to Harare, the capital city of Zimbabwe, covering a total distance of 348 km. The Chirundu-Harare road is part of the Regional Trunk Road Network (RTRN Link Nr 22) as well as the Trans-African Highway Nr 9. This section covers 78 km from Makuti to Karoi.

Rehabilitation of 75 km of existing Kampala-Jinja road to widen and strengthen the carriageway. The road forms a critical section of the Northern Corridor, linking landlocked East African countries with the Port of Mombasa.

The proposed project road is one of the six (6) international trunk routes connecting Zimbabwe with the neighbouring countries of Botswana and South Africa Overall, it is intended that the proposed intervention will reduce travel costs for road users as well as maintenance costs for the Government. A major objective is to help improve road safety conditions for international and regional traffic and for local residents The project road starts from the Bulawayo Main Post Office and ends at the intersection* with the Masvingo road about 4 km north of the international border area. The approximate limits of the subject Project road are indicated in Map.

The Chirundu - Harare road runs in a south-easterly direction from Chirundu Border Post (between Zimbabwe and Zambia) to Harare, the capital city of Zimbabwe, covering a total distance of 348 km. The Chirundu-Harare road is part of the Regional Trunk Road Network (RTRN Link Nr 22) as well as the Trans-African Highway Nr 9. Llink 1 runs a distance of 75 km from Chirundu Border Post to Hells Gate.

Dredging of the 40 km entrance channel to the port of Beira.

Upgrading of 53 km of road to dual carriageway from Bachuma Gate to Maji ya Chumvi (Kenya).

Upgrading of 85 km of single carriageway road from Tabora to Nyahua in Tanzania.

The project is designed to meet the need for additional liquid bulk capacity through design of a BOT project for a single buoy point or off shore jetty system.

The project is intended to establish a reliable maritime connection of more than 660 km between Praia and Dakar, with potential interfaces to other West African ports through the Praia-Dakar-Abidjan corridor. The service is intended to carry passengers and cargo and may use a combined container and RoPax operating model. The project includes market and traffic analysis, vessel and port-infrastructure requirements, environmental and social analysis, financial modelling, management and governance arrangements, procurement design and a sustainable operating model. The April 2015 Cabo Verde-Senegal memorandum and the later ECOWAS corridor framework provide the institutional basis. ECOWAS reported progress in completing financial and technical studies in 2024. In July 2025, stakeholders validated the financial and implementation strategy but also required ECOWAS to establish operational, infrastructure and technical preconditions, define management procedures, optimise cost estimates and prepare an appropriate procurement mechanism. A 2026 finance-specialist recruitment further confirms continuing structuring work. Announced expectations for operation by the end of 2026 are targets.

Construct new 200W Marakele loop at between Thabazimbi & Matlabas (i.e. Km 27.400 - Km 30.700) Construct new 200W Diepspruit loop at between Matlabas & Lephalale (i.e. Km 79.100 - Km 82.200) Extend the existing Boshoek loop to accommodate 100W trains (i.e. between Km 132.82 - Km 135.78) Construct a new 100W loop between Heystekrand and Kgetleng (i.e. between Km 159.55 - Km 160.95) Two level crossings were identified in both Brits and Rustenburg for improvement or elimination.  Km 56.114 (Kruis Street, Brits) - Close level crossing Km 57.018 (R511, Brits) - Upgrade level of protection to 6B Km 111.328 ( Kerk Street, Rustenburg) - Close level crossing Km 114.265 (Dr. Moroka Street, Rustenburg) - Upgrade level of protection to 6B 4 x Steel bridges have reached their fatigue life limit and therefore should be strengthened. Crocodile River Bridge - at Km 58.300 Sterkstroom River Bridge - at Km 87.611 Hex River Bridge - at Km 108.060 Crocodile River Bridge - at Km 242.800 Construction of RESGEN’s Network Stabilisation Facilities (NSF) at Lephalale.

RN18 is a 56km road on the Central Corridor along the RN7- RN18- RN16 route and is a conduit for movement of traffic from Tanzania to Gitega and Bujumbura. RN18 requires upgrading from gravel to asphalt concrete and expansion of the carriageway from 6 metres to 7 metres.