Project Showcase

The Abidjan-Ouagadougou-Niamey-Cotonou-Lomé Railway Loop is a proposed 2,928 km regional railway infrastructure project connecting five West African countries: Côte d'Ivoire, Burkina Faso, Niger, Benin and Togo. The railway corridor will link the major cities of Abidjan, Ouagadougou, Niamey, Cotonou and Lomé, strengthening regional connectivity and providing improved access to major seaports for landlocked countries. The proposed route comprises four principal sections: Abidjan-Ouagadougou (1,157 km), Ouagadougou-Niamey (502 km), Niamey-Cotonou (1,101 km) and Cotonou-Lomé (168 km). The project responds to persistent challenges affecting regional transport systems, including deteriorating infrastructure, inadequate transport services, physical and non-physical trade barriers, differences in national regulations, lengthy transit times and high logistics costs. According to the original project rationale, these inefficiencies can increase the cost of goods by approximately 40%, undermining trade competitiveness and regional economic integration. Burkina Faso and Niger, as landlocked countries, depend heavily on maritime gateways such as the ports of Abidjan, Cotonou, Lomé and Tema in Ghana for international trade. Improved railway connectivity is therefore expected to provide a more efficient and competitive alternative for moving goods and passengers across the subregion. The overall objective is to improve the quality, efficiency, reliability and competitiveness of railway transport across the five participating countries while supporting regional economic integration, trade facilitation and sustainable development. The project envisages the modernisation, development and interconnection of railway infrastructure through a phased implementation approach, with standard-gauge railway infrastructure and diesel traction identified in the preliminary technical specifications. The railway loop is expected to facilitate the movement of agricultural products, minerals, industrial goods and passengers, strengthening access to domestic, regional and international markets. By improving connections between production centres, inland markets and maritime ports, the project aims to stimulate agricultural and industrial development, support mineral resource exploitation, reduce transport costs and strengthen regional value chains. It is also expected to enhance transport safety, provide an alternative to road freight transport, reduce pressure on regional road infrastructure and potentially lower transport-related environmental impacts where freight shifts from road to rail. The project has an indicative capital investment requirement of US$53.96 billion, with approximately US$6.9 million identified for technical studies and project preparation. Implementation is planned in phases, allowing individual corridor sections to be developed according to technical readiness, financing availability and regional priorities. The original project documentation identifies a potential regional market of approximately 200 million people, although the geographic coverage and methodology underlying this estimate require confirmation. The project is also expected to generate socioeconomic benefits through improved mobility, trade opportunities, employment and access to markets. Particular benefits are anticipated for women engaged in agricultural production, cross-border trading and commercial activities along the corridor. These opportunities could be strengthened through targeted measures supporting women's participation in procurement, employment, entrepreneurship and railway-related services. Ultimately, the railway loop seeks to establish a more integrated, reliable and efficient regional transport network linking coastal and landlocked economies. By improving access to ports, facilitating regional trade, connecting productive sectors and strengthening economic cooperation among participating countries, the project aims to contribute to sustainable economic growth, regional integration and poverty reduction in West Africa.

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 is being implemented in line with the decision of the Presidents of the five countries along the Abidjan-Lagos Corridor in February 2014, to construct a 6-Lane (2x3) dual-carriage Highway from Abidjan in Côte d'Ivoire through Accra, Lome and Cotonou to Lagos in Nigeria. The Abidjan-Lagos Corridor is approximately 1,080 km long, connects some of the largest and most economically dynamic cities in Africa, namely: Abidjan, Accra, Cotonou, Lomé and Lagos and covers a large proportion of West Africa's population. It also links very vibrant seaports which serve all the landlocked countries of the region, being Burkina Faso, Mali and Niger. In order to ensure a holistic transformation of the transport corridor into an Economic Development Corridor, the Programme has been packaged into several Components as follows: a. Feasibility Study and Environmental, Social Impacts Assessment (ESIA): This covers Feasibility study - engineering, financial, economic analysis (ii) detailed engineering design; (iii) PPP viability assessment for investment and operations of the corridor; Comprehensive impact assessment on all environment and social implication of the project including resettlement and compensation. b. Detailed Engineering Design: Detailed engineering design of the safe and effective implementation of the hard infrastructure that is fit for purpose and in compliance with best practice and national requirements. c. Corridor Spatial Development Study: An analysis of the physical, technical, policy, economic and market aspects of the corridor to develop a realistic, market feasible and implementable corridor investment masterplan, development framework and delivery strategy. The will identify "anchor projects" for the Corridor that naturally lead to upstream and downstream investments with the goal of creating an industrial cluster of new businesses offering increased employment. The anchor project will be in all economic sectors being transport, power, water, telecommunications, Agriculture, Mining etc. d. Corridor Management Authority Establishment and Operations - Finalize the Legal Framework and Institutional Structure and Establish the Abidjan-Lagos Corridor Management Authority in line with the Project Treaty. e. Trade and Transport Facilitation - This include a review of the existing trade facilitation related studies and policies in operation along the corridor (ii) develop a harmonized and simplified sub-regional transportation and transit systems and border (one-stop) management. Scope to include ICT connectivity and information sharing between stakeholder platforms such as customs, immigrations and other border agencies at national and regional level; iii) initiate Implementation f. Technical Assistance Service to ECOWAS and Member States - Comprise capacity support to the ECOWAS and Member State agencies to effectively manage all the above service delivery components on behalf of ECOWAS. This will include: i) consulting and advisory services; ii) procuring office equipment; iii) conduct project visibility (marketing) activities; v) conducting regional workshops, and platforms for multi-lateral coordination activities, e.g. JTC and JSC meetings and study validation workshops g. Road Safety Audits - A Study on developing operational road safety systems, utilising safe design practices and international standards, to be implemented during the design and operational phase of a project to ensure safety of all road users. Project Oversight Responsibility Project Steering Committee: The Heads of State and Government also established a Steering Committee made up of the Ministers of Works/Roads to provide oversight guidance and the Commissioner for Infrastructure of the ECOWAS Commission. The Nigerian Minister in-charge of Road Works was designated by the Presidents as the Chair of the Steering Committee. At the 6th meeting of the Ministerial Steering Committee, the Ministers designated Cote d'Ivoire as the deputy Chair to the Steering Committee. Executing Agency The Heads of State at the outset also designated the ECOWAS Commission to coordinate and facilitate project implementation the project. In this regard, the Commission through its Department of Infrastructure serves as the Executing Agency for the project on behalf of the Corridor Member States, under the supervision of the Commissioner for Infrastructure. Establishment of Abidjan-Lagos Corridor Management Authority (ALCoMA) - Study on the Institutional and Legal Framework for the Establishment of the Abidjan-Lagos Corridor Management Authority (ALCoMA) completed - Intergovernmental Agreement for the Establishment of the Abidjan-Lagos Corridor Management Authority (ALCoMA) completed, validated by Corridor Member States and Signed by the Ministers in-charge of the Corridor project on 19th October, 2018 at Abidjan, Cote d'Ivoire. Current Status - Contracts commenced in February, 2019 for the Feasibility and Detailed Engineer Design Studies for the entire 1080km. NOTE: The Abidjan-Lagos Corridor Highway Development Project (ALCHDP) which was conceived by the Heads of State and Governments of the five countries with a vision of transforming the Corridor into a homogeneous 6-lane supranational economic development corridor highway from Lagos to Abidjan with massive trade and transport facilitation components as well as homogeneous corridor management. A key component of this project is to develop a 6-lane dual carriage highway with the same standards, norms, dimensions, characteristics and management system. The Presidents of the five corridor countries signed a project specific Treaty which among others created a new Corridor Authority to own, construct, management and operate the Corridor Highway on behalf of the five countries. The Feasibility & Detailed Design Studies currently underway for the Abidjan-Lagos Corridor Highway Development Project, is as part of technical studies, bench-marking the current status of the corridor (all existing or completed road sections, planned interventions by governments and partners, etc) to come up with a comprehensive design that meets the standards and objectives of a supranational dual carriage highway with a common set of rules, standards and dimensions. Following the spirit of the Treaty, the design will recommend upgrades or improvements for all such completed sections, if necessary, in other to meet the agreed dimensions or standards of the multinational highway.

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 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 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 project will develop a 3.05 GW hydroelectric complex near Kakara Village on the Mambilla Plateau in Taraba State. The approved PAP II concept includes four dams on the Donga River, water-conveyance tunnels and canals, two underground powerhouses and twelve turbine-generator units. The plant is designed to produce approximately 5.46 billion kWh of electricity each year. The high natural head and river flows of the Mambilla Plateau will be used to provide large-scale renewable generation for the Nigerian grid and potential regional exports. Verified implementation and technical context: The scheme is one of Nigeria's largest proposed infrastructure investments and would require construction of multiple dams and reservoirs, underground waterways and powerhouses, high-head generating equipment, access infrastructure, transmission evacuation and major environmental and social management measures on the Mambilla Plateau. Federal budget and presidential records have repeatedly identified the project as a national priority and allocated funds for counterpart requirements, consultancy and implementation preparation. Because the official announcements are historical and the project has experienced a prolonged development period, the database description should distinguish the approved technical scope from any claim that the full EPC works are presently mobilised.

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 Trans-Saharan Optic Fibre Broadband Project (also known as the Dorsale Transsaharienne a Fibre Optique, DTS) is a multinational terrestrial fiber optic backbone connecting six African countries: Algeria, Niger, Nigeria, Chad, Mali, and Mauritania. The project is part of the African Union's New Partnership for Africa's Development (NEPAD) and is a flagship PIDA PAP 2 initiative. Algeria has completed 2,548 km of fiber optic linking Algiers to In Guezzam on the Algerian-Nigerian border, plus a secondary branch to Tindouf on the Algerian-Mauritanian border. Niger's component consists of 1,031 km across five national and cross-border routes (Arlit-Assamaka to the Algerian border; Diffa-N'Guigmi to the Chad border; Zinder-Magaria to the Nigerian border; Niamey-Dosso-Gaya to the Benin border; and Niamey-Makalondi to the Burkina Faso border), plus an 88-km urban local loop connecting administrative sites to a future national Tier III data centre. The Chadian component involves laying approximately 503-559 km of cable from Massaguet via Massakory, Ngouri, Mao, Rig-Rig and Daboua to the Niger border, plus a 50-km metropolitan network in N'Djamena. The project deploys high-capacity fiber optic technology and is co-financed by the African Development Bank (AfDB) and the European Union (EU), with a total project cost of EUR 79 million, including a EUR 29 million EU contribution administered by the AfDB through a delegation agreement. A coordination body, the Commission of the Trans-Sahara Optical Fibre Backbone (CLDT), is headquartered in Algeria and oversees multi-country implementation. The project is a major Terrestrial Broadband Backbone designed to convey the excess bandwidth capacity from the shores to the hinterland and also provide an alternative gateway to Europe through Algiers as well as provide access point to landlocked Countries. It is also one of the presidential infrastructure champion Initiative (PICI) 2010 - 2015 of NEPAD aimed at accelerating socio-economic diversification of benefiting Countries

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 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 Lesotho Highlands Water Project (LHWP) Phase II is a multi-billion Maloti/Rand bi-national infrastructure project between the Governments of the Kingdom of Lesotho and the Republic of South Africa, established under the 1986 Treaty and the 2011 Phase II Agreement. Phase II is designed to augment water delivery to South Africa and increase hydropower generation capacity in Lesotho. The project is implemented by the Lesotho Highlands Development Authority (LHDA) on behalf of Lesotho and the Trans-Caledon Tunnel Authority (TCTA) on behalf of South Africa. The core infrastructure components of Phase II include: (1) The Polihali Dam, a 165 m high concrete-faced rockfill (CFRD) embankment dam located downstream of the confluence of the Senqu and Khubelu Rivers in the Mokhotlong district, which will create a reservoir with a surface area of 5,053 ha and a storage capacity of 2,325 million cubic metres; (2) A 50 m high saddle dam; (3) The Polihali-Katse Transfer Tunnel, a 38.2 km long, 5 m diameter gravity tunnel connecting the Polihali reservoir to the Katse reservoir, being excavated by two Tunnel Boring Machines (TBMs) simultaneously from both ends; (4) The Oxbow Hydropower Scheme on the Malibamatso River, with an installed capacity of 80.3 MW and an average annual output of 180 GWh, currently at detailed engineering design phase with commissioning slated for 2030/31; and (5) Advance infrastructure including roads, bridges (including the 825 m long, 90 m high Senqu Bridge), high-tension power lines, telecommunications systems, accommodation and construction facilities. Phase II will increase the current annual water supply rate from 780 million cubic metres to approximately 1,270 million cubic metres per annum, adding 490 million cubic metres per year to South Africa's Integrated Vaal River System. Water delivery is targeted for financial year 2028/2029, with reservoir inundation planned for 2027. As of late 2025, overall project completion stood at approximately 48%, with dam construction at 37% complete. The Katse TBM was launched on 15 January 2025 and the Polihali TBM arrived on site in July 2025 and began excavation in January 2026.

The project proposes a crude-oil pipeline from the South Sudan oil fields and the South Lokichar basin in Kenya to Lamu Port. Crude oil will be received at a tank terminal and transported through export pipelines to offshore single-point moorings for loading onto oil tankers. The PAP II design also considers related product-pipeline and refinery interfaces. At Lamu, the export system includes onshore and offshore pipeline sections routed to avoid the town centre and sensitive port-development areas, with offshore connections to the designated loading points. Verified implementation and technical context: The pipeline is one component of the wider LAPSSET corridor, but its development must be assessed separately from Lamu Port works, highway construction, the South Lokichar upstream petroleum project and interim road or rail evacuation options. The Parliament of Kenya reported that the pipeline design and mapping covered about 821 km and that the facility could also provide a commercial export route for South Sudanese crude. The project nevertheless requires an agreed regional implementation framework, secure land rights, environmental and social approvals, a commercially viable tariff and throughput structure, financing and coordinated terminal and offshore-loading infrastructure before physical construction can begin.

The project will construct a multipurpose dam on the Makhaleng River in Lesotho, associated hydropower facilities and a water-conveyance system of approximately 700 km through South Africa to Botswana. Current PIDA specifications indicate a 124-metre concrete arch dam, an estimated yield of 310 million cubic metres per year, about 30 MW of hydropower at the dam and additional generation along the conveyance route. The system is intended to supply domestic, agricultural and industrial users in all three participating countries.

The first stage will connect Egypt and Sudan along the Cairo-Cape Town road corridor through two high-voltage circuits. The PP2 concept considers 1,000 kV HVDC or a combination of 800 kV alternating-current and direct-current solutions, subject to technical and economic feasibility studies. The preparation programme is intended to bring the project to international financial-institution standards and establish the technical, environmental, social, economic, procurement and financing basis for a future investment. The interconnector is expected initially to facilitate transfer of surplus Egyptian power to Sudan and, over time, support stronger links among the Eastern Africa Power Pool, Southern African Power Pool and wider continental market. The project must remain separate from the existing lower-capacity Egypt-Sudan connection. The MCDF grant is project-preparation finance and does not constitute financing of the main transmission works.

The PP2 project comprises development of a hydroelectric power station with an installed capacity of 600 MW and construction of associated transmission lines to supply localities in northern Republic of Congo, south-eastern Cameroon and south-western Central African Republic. Verified implementation and technical context: Chollet is designed as a binational generation project with regional evacuation lines rather than a stand-alone national plant. Its development requires a common Cameroon-Republic of Congo institutional framework, a concession and ownership structure, coordinated environmental and social management, power-purchase and transmission arrangements and a financing package covering both the hydropower facility and associated lines. AfDB's CAPP acceleration material lists the project as undergoing financial structuring and gives a euro-denominated investment estimate. This should be treated as a current structuring reference and reconciled with the older PP2 cost basis before database financial fields are changed.

AIP provides an enabling and project-preparation framework for priority transboundary and regional water investments submitted by African member states. It supports integrated water, health, energy and food-security projects; strengthens institutional arrangements; helps sponsors develop bankable projects; and links project pipelines to preparation facilities, public finance and private investment. The first phase identifies specific programmes in Benin, Cameroon, Tunisia, Uganda and Zambia, together with regional initiatives supported through institutions such as ECCAS and the SADC Water Fund.

At Booué, the project will develop an intake dam, headrace canal and a power station equipped with five Kaplan units with total installed capacity of 411 MW. At Tsengué-Lélédi, it will develop an intake dam, four penstocks and a power station equipped with four Francis units with total installed capacity of 300 MW. Associated 400 kV transmission lines will connect the generation sites with Cameroon, the Republic of Congo and Equatorial Guinea and supply communities located along the high-voltage routes. Verified implementation and technical context: The current government strategy links Booué and Tsengué-Lélédi to energy sovereignty, industrial development and increased use of low-carbon generation. The October 2025 memorandum concerns preparation of construction studies for both hydropower sites. The July 2026 mutual-commitment protocol is more specific to Booué and establishes a framework for advancing the dam to international technical, environmental and governance standards. The protocol is an important project-development milestone, but it must not be presented as financial close or construction of the complete two-site and regional-transmission programme.

The project will construct a hydropower dam and power station on the Cunene River at the Angola-Namibia border, downstream of the Epupa Falls. The station is planned with a capacity of approximately 600 MW, shared equally between Angola and Namibia, and will operate mainly as a mid-merit and peaking facility. The scheme includes the dam, reservoir, turbines, power station, switchyard, ancillary structures and transmission connections to the two national grids. Its operation will vary seasonally according to river flows and electricity demand. Verified implementation and technical context: Baynes is governed through binational cooperation on the Cunene River and must be developed together with the transmission facilities needed to deliver each country's share of power. The AfDB advisory programme supports the two governments and utilities in defining a bankable structure, preparing the project for financing and coordinating the hydropower and transmission components. The plant is intended to provide flexible and peaking renewable generation that complements variable regional supply and reduces the need for expensive peak-period imports. The current official configuration is approximately 600 MW; older higher-capacity figures should not remain in the database without an approved design source.

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 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 project will develop a cross-border high-voltage alternating-current transmission line from Guba in Ethiopia to Khartoum in Sudan. It is one of the interconnections proposed under the Eastern Africa Green Power Transmission Network linking countries in the Horn of Africa and integrating them into the Eastern Africa Power Pool. The approved PAP II technical concept provides a transfer capacity of approximately 3,000 MW and will enable participating countries to exchange lower-cost renewable electricity through a larger regional market. Verified implementation and technical context: The EAPP assignment requires the updated ESIA to cover transmission lines, substations, ancillary facilities and all linked activities, and to comply with the legal requirements of Ethiopia and Sudan and the World Bank Environmental and Social Framework. The required outputs include updated baseline and impact analysis, an environmental and social management plan, cumulative-impact assessment, resettlement planning, stakeholder engagement, indigenous-peoples planning and gender measures. The proposed line is a second interconnection and must not be confused with the existing Ethiopia-Sudan link. The investment is also affected by the current institutional and security environment in Sudan.

Louga 1 will include a reservoir, a 1,683 m dam, three bulb-type generating units with total capacity of 126 MW, a spillway and tailrace canal. Louga 2 will include a reservoir, a 1,107 m dam, three bulb-type units with total capacity of 120 MW, a spillway and tailrace canal. Electricity will be evacuated through the 225 kV network, with the final evacuation arrangement to be confirmed by detailed design studies. Verified implementation and technical context: CI-ENERGIES reports that PowerChina undertook reconnaissance, surveying and technical investigations and proposed replacing the original single Louga site with the two developments. Feasibility reports for Louga 1 and Louga 2 were submitted in December 2019, followed by technical review and preliminary environmental work. The two plants form part of the sequence of hydropower developments in the Sassandra valley and are intended to contribute to Côte d'Ivoire's target of a more diversified generation mix with a larger renewable share. Planned construction and commissioning dates in historical CI-ENERGIES reports are forecasts and should not be presented as achieved milestones.

The project proposes a multipurpose dam on the Dawa River approximately 20 km upstream of Rhamu Dimtu in Kenya and near Boni in Ethiopia. Current PIDA specifications indicate an estimated dam height of about 90 metres, reservoir capacity of approximately 4.5 billion cubic metres and potential hydropower generation of 8.2 MW. The stored water would support irrigation, flood control, domestic and livestock water supply, fisheries and improved dry-season water availability across the transboundary basin.

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 Transborder Submarine Fiber PoPs, Regional Smart Hub Facility and Data Centre is a multi-country ICT infrastructure project under the PIDA Priority Action Plan 2 (PAP 2) 2021-2030. The project aims to interconnect Kenya and its neighbouring countries - Ethiopia, Somalia, South Sudan, Uganda, and Tanzania - by relaying Kenya's terrestrial fibre network connecting the submarine cables arriving at Mombasa to their borders through strategically placed Points-of-Presence (PoPs) and a high-capacity Smart Hub Data Centre. The project is coordinated through the East African Community (EAC) and the Intergovernmental Authority on Development (IGAD), and is aligned with Kenya Vision 2030, the ICT Infrastructure Masterplan, the Smart Africa and Digital Economy Blueprint, and the IGAD Regional Infrastructure Masterplan (IRIMP). It is structured as a Public-Private Partnership (PPP) and is considered a flagship project for regional digital integration under AU Agenda 2063. The project is complemented by the World Bank-funded Eastern Africa Regional Digital Integration Project (EARDIP), which supports EAC and IGAD as conduits of digital integration across Eastern Africa, covering Ethiopia, Somalia, South Sudan, and the two RECs in Phase I. A key enabling milestone was the official launch on July 18, 2025, of a 130 km cross-border terrestrial fibre link connecting Dar es Salaam (Tanzania) to Mombasa (Kenya) at the Lunga Lunga/Horohoro border, implemented by Tanzania Telecommunications Corporation (TTCL) and Kenya's ICT Authority (ICTA), operating at 1.6 Tbps and providing Tanzania access to Kenya's eight submarine cable landings. Kenya already has several sub-marine fibers landing in Mombasa and has already done terrestrial fiber connecting the sub-marine cable to the borders of the other partner countries (Busia border for Uganda, Mandera border for Somalia, Moyale border for Ethiopia, Nadapal border for South Sudan, Lunga-Lunga, Namanga and Holili border for Tanzania). The inter-connectivity infrastructure at the border points comprising 400 Gbps PoPs and Smart Hub data centre in Mombasa are lacking.

The project proposes a joint dam on the Lower Orange River near Noordoewer in Namibia and Vioolsdrift in South Africa. The feasibility process has examined alternative sites and sizes for a re-regulation reservoir capable of improving the long-term sustainable yield of the Orange River System. The facility would support projected municipal, agricultural and industrial demand, future irrigation development and releases needed to meet ecological water requirements in the lower river.

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 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.

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 approved project comprises a 98 km transmission line operating at 220 kV. It was identified as a least-cost transmission investment in the Tanzania Power System Master Plan and the East African Community Power System Master Plan. The line will connect the Ugandan and Tanzanian grids around the Lake Victoria zone and provide regional transmission capacity for electricity exchange. Verified implementation and technical context: The World Bank's current project design places the Ugandan investment within the Regional Energy Transmission, Trade and Decarbonization for Eastern Africa (RETRADE-EA) programme. It includes the 260 km Wobulenzi-Masaka-Mutukula line, extension of the Wobulenzi substation, a new Masaka substation, environmental and social mitigation, livelihood restoration, project-management support and institutional strengthening for integrated-system operation and regional power trade. UETCL is responsible for the Ugandan package, while TANESCO is responsible for the corresponding Tanzanian investments under intergovernmental and inter-utility coordination arrangements. Note: Because the current 400 kV configuration differs from the original 98 km, 220 kV original submission, the database preserves the baseline while clearly recording that the implementation programme has been technically reconfigured.

The project comprises an alternating-current transmission line of about 165 km between Saloum and Tobruk. It will connect the Egyptian 500 kV system with the Libyan 400 kV system through a 500/400 kV back-to-back converter station rated at 1,000 MW. Verified implementation and technical context: The project is intended to reinforce and expand an established cross-border electricity relationship. The proposed Saloum-Tobruk facilities would use a back-to-back converter to connect national systems with different operating characteristics and substantially increase exchange capacity. The investment requires updated joint system studies, confirmation of the preferred technical configuration, coordinated network reinforcements, a cross-border operating and commercial code, environmental and social preparation and an agreed allocation of costs and benefits.

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.

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.

The project is part of the ECOWAS Master Plan's renewable-energy subprogramme for an integrated and efficient West African electricity system. It will develop a scalable, multiphase and multi-site solar power park in Mali with a potential capacity of 150 MW. The selected sites are Fana, Bougouni and Sanankoroba around Bamako. Verified implementation and technical context: The project is intended to aggregate solar development into a regional-scale investment connected to the West African Power Pool rather than treat each site as an unrelated national plant. Preparation must confirm solar resource, land, grid connection, transmission capacity, environmental and social requirements, commercial structure, phased capacity and the relationship among the Fana, Bougouni and Sanankoroba sites. Desert-to-Power reporting confirms that regional on-grid and off-grid solar programmes are being advanced through pre-feasibility work. Construction or financing of a separate solar facility at one location must not automatically be reported as implementation of the full PP2 regional park.

The project will construct a set of 330 kV transmission links across Zimbabwe, Zambia, Botswana and Namibia. The principal sections are the Hwange-Livingstone/Mukuni connection between Zimbabwe and Zambia, the Victoria Falls-Pandamatenga connection between Zimbabwe and Botswana, and the Mukuni-Zambezi connection between Zambia and Namibia. Together, the facilities will interconnect the four countries and provide an additional regional transmission route within the Southern African Power Pool. Verified implementation and technical context: The current preparation package is intended to bring the earlier studies up to date, confirm the preferred technical configuration, reassess environmental and social impacts and define a bankable delivery and financing structure. ZIZABONA must be treated as a coordinated regional system rather than as a single national line: each section, substation and utility has its own preparation and procurement requirements, but the intended benefits depend on the complete alternative north-south wheeling path becoming operational. Progress on one national package therefore cannot be reported as completion of the entire interconnector.

The Noumbiel project is a transboundary multipurpose dam proposed on the Mouhoun, close to the confluence with the Koulbi and the Burkina Faso-Ghana border. The approved PAP II submission describes a dam of about 40 metres, an indicative reservoir volume of 11.3 cubic kilometres, installed generation of approximately 62.4 MW, annual production of about 303 GWh and irrigation potential in Burkina Faso and Ghana. The project is intended to serve the directly affected countries while generating wider benefits across the Volta Basin.

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 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 project will construct a dam of about 30 metres on the Malaba River at the Kenya-Uganda border, creating a reservoir of roughly 31 million cubic metres. The scheme is designed to supply potable water to approximately 270,000 people, irrigate about 4,000 hectares, generate 1.3 MW of hydropower, support fisheries and livestock, regulate floods and droughts, and restore the associated upstream watershed. NELSAP-CU of the Nile Basin Initiative has coordinated the joint preparation process for Kenya and Uganda.

The Amilcar Cabral Submarine Cable System (ACSCS) is a 3,555 km submarine fibre optic cable project connecting Cabo Verde, The Gambia, Guinea, Guinea-Bissau, Liberia, and Sierra Leone. The system comprises a 2,955 km main trunk and includes four branching units to the mainland countries and two stubs for future expansion to the north and south respectively. It is designed with a minimum capacity of 12 Tbps per fibre pair and a 25-year operational lifespan. The cable will land in Praia, Cabo Verde, and connect to the EllaLink submarine cable system, providing a direct link to Brazil and Europe. The project is a key component of the ECOWAS broadband backbone programme and aims to provide a redundant, high-capacity international gateway for the participating countries, which currently rely predominantly on the Africa Coast to Europe (ACE) submarine cable. The project has been in development since 2018 and is led by a consortium of national operators and public entities from the six participating countries, coordinated by the ECOWAS Project Preparation and Development Unit (PPDU). The full system cost is estimated at USD 91.3 million, with Liberia's portion estimated at USD 14.29 million. The Amilcar Cabral submarine Cable Project is part of the ECOWAS broadband Backbone infrastructure programme aimed at connecting the island nation of Cabo Verde to its nearest neighbors on the mainland namely Guinea, Guinea-Bissau, Liberia, Sierra Leone and The Gambia.

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 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 combines water-supply infrastructure with climate-resilient water-resource management in Antanambao Manampotsy, Atsinanana Region, Madagascar. The concept includes cascading lakes and retention structures, water treatment and distribution systems, protection of community sources and improved monitoring. It is designed to serve approximately 71,910 residents and support public health, household water access, local livelihoods and agricultural production.