Project Showcase

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

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

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

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

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 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.

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

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

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

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.

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.

Construction of a transmission line that connects the power networks of Zambia, Tanzania and Kenya. This project includes the section of 670km of 400kV transmission line from Iringa to Shinyanga via Dodoma and Singida. The design capacity of this section is 2000MW.

Construction of a transmission linethat connects the power networks ofTanzania and Kenya. This projectincludes the section of 414km of400kV transmission line from Singidato Namanga via Arusha. The designcapacity is 2,000MW.

Construction of a transmission line that connects the power networks of Zambia, Tanzania and Kenya. This project initially included the section of 400kV, 1134km bidirectional Tanzanian section of the 2,800km ZTK interconnector from Kasama in Zambia to Tunduma-Mbeya-Iringa-Singida-Arusha in Tanzania terminating at Isinya in Kenya. The design capacity of the Tanzania section is 2000MW. The original concept for the ZTK Interconnector was a high voltage 330 kV transmission line going from Pensulo (Zambia) to Nairobi (Kenya) with three connection points in Tanzania (Mbeya, Singida and Arusha). At that time, Tanzania grid was operated at 220 kV. The original concept of the ZTK Interconnector has been replaced, by two interconnections between two national grids: the Kenya-Tanzania Interconnection and the Zambia-Tanzania Interconnection.

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

The 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 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.

Construction of a transmission line that connects the power networks of Zambia, Tanzania and Kenya. This project includes the section of 400kV, 292km Iringa - Kisada - Mbeya transmission line, 122km of 400kV Mbeya - Tunduma transmission line and 4km of 400kV transmission line from Tunduma to Border of Zambia.Â

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 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 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 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.

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.

Preparation of preliminary/detailed designs and construction of Phase II of Lomahasha and Siteki (Phase II in Swaziland),and Namaacha Water Supply Project. This phase will ensure water supply to the Lomahasha area in Swaziland and extending it to the Namaacha town in Mozambique through a memorandum of understanding for supply of water to communities residing along common borders of the two countries. It aims to supply a total population of 100 000 people with a safe drinking water supply and sanitation service as well as irrigating 1,000 hectares of land. The project aims to: - Improve health of the residents; - Promote economic activity; - Create employment opportunities; - Increase food security and reduction of poverty; and - Provide additional revenue for the water utilities. The project began as the Siteki Lomahasha water supply project, funded under the Government of Swaziland capital projects budget. Due to the financial constraints, the Corporation concentrated on the Siteki component which is now almost complete. Fiscal constraints also resulted in the suspension of the Lomahasha component, pending further identification of infrastructure funding possibilities.

The project involves the extension of the Tanzania National ICT Broadband Backbone (NICTBB) southwards to connect with Mozambique's national backbone via the Mtambaswala border crossing. The primary component is the construction of a 72-kilometre cross-border terrestrial fiber optic link along the Mangaka-Mtambaswala route in the Mtwara and Ruvuma regions of Tanzania, with transmission systems installed at Mtambaswala and Masasi stations. The project also includes construction of the fiber optic layout, power and transmission equipment, mechanical building, guard booth, and associated civil works. The technical specification includes the deployment of Single Mode Optical Fiber type G652D with OTN over DWDM transmission technology, operating at a capacity of up to 1.6 terabits per second. The project was contracted to M/s Raddy Fiber Solution in January 2021 at a cost of TSh 2.4 billion (approximately USD 1 million), funded by the Government of Tanzania. Construction commenced in March 2021 and the Tanzania-side infrastructure was delivered to the Mtambaswala border by 2023, with the link confirmed operational and Mozambique listed among Tanzania's six digitally interconnected neighbours by September 2024. The project aims to create a resilient, high-capacity digital corridor, enabling both countries to access multiple submarine cable systems (EASSy and SEACOM) landed in Tanzania and Mozambique, thereby providing redundancy and reducing international bandwidth costs. The project is a key component of the SADC Regional Infrastructure Development Master Plan and the Programme for Infrastructure Development in Africa (PIDA), code. Government of Tanzania constructed a National ICT Broadband Backbone (NICTBB) connecting all Regions in Tanzania and cross boarder connectivity to Zambia, Malawi, Kenya, Uganda, Rwanda and Burundi. The NICTBB has a total length of 7,910Km. The aim of NICTBB is to connect all neighboring countries. Now the government is planning to connect Mozambique so that to enable access of submarine cables landed in both countries. This connect will increase the reliability of the sea cables in the SADC and EAC regions.

The name ZIZABONA was derived by taking the first two letters of the following country names: Zimbabwe, Zambia, Botswana and Namibia. It is a 400/330kV Interconnector line envisaged to establish the required infrastructure to interconnect the countries as indicated above. The project will enable the wheeling of power north south or vice versa via the Zambezi HVDC Link. The ZIZABONA project components include a direct line from Mukuni (previosuly known as Livingstone) to Zambezi together with a radial connection from Victoria Falla to Pandamatenga.  The project consists of the construction of the following key transmission lines; Zimbabwe (Hwange) - Zambia Livingstone (Mukuni) - 101km (Hwange to border) and 14km (border to Mukuni) Zimbabwe (Victoria Falls) - Botswana (Pandamatenga) - 76km Zambia (Mukuni) - Namibia (Zambezi) - 231km  

Reconstruction of the cargo and passenger transport system on the Beira-Machipanda railway line, linking the provinces of Sofala and Manica to neighbouring Zimbabwe, via the Machipanda border post, will once again allow people and goods to travel, particularly rural workers along the Beira corridor. This section of railway is of particular importance to Mozambique as it is expected to offer greater dynamism to the strategy of linking different development hubs in the country and neighbouring regions, and improve efficiency in transporting passengers and cargo between points along the railway.

The project comprises the following components: (a) Civil works for; (i) Rehabilitation of the Blantyre-Zomba Road (59 km); (ii) Rehabilitation of the Mzuzu-Nkhata Bay Road (47km) - PROJECT ID 658; (b) Consultancy services for: (i) Supervision of civil works for the above; (ii) The feasibility and detail engineering design studies for the Ntcheu- NenoTsangano-Mwanza Road; c) Compensation and resettlement and (d) Audit services

Construction of Calomue/Dedza One-Stop Border Post between Mozambique and Malawi, with Calomue on the Mozambique side and Dedza on the Malawian side.

The project involves the construction of a grade separated flyover for Morogoro Road / Nelson Mandela intersection.

Establishing Forbes/ Machipanda One-Stop Border Post (OSBP). Zimbabwe has prepared improvement plans for both Forbes and Nyamapanda that have been ready since 2005 but have not been implemented. The improvement plans envisage the expansion of the border control area and building of additional facilities and infrastructure. The existing Forbes border post building is currently under renovation and expansion to accommodate commercial office and increasing space in the travellers' clearance hall.

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

The Lobito Dry Port is a major logistics platform under development in Angola, designed to serve as a critical inland container depot (ICD) and transshipment hub for the Lobito Corridor. The project involves the construction of a dry port facility with a planned warehousing area of 10,000 hectares. Key components include container yards, customs facilities, bonded warehouses, cargo handling equipment, and road/rail connectivity to the Port of Lobito. The project is a key component of the broader Lobito Corridor development, which connects the Angolan coast to the Democratic Republic of the Congo (DRC) and Zambia.

The Lobito Port Upgrading project is a major infrastructure initiative in Angola aimed at modernizing and expanding the Port of Lobito to increase its capacity and efficiency. The project scope includes the expansion of the port area by 80,000 m2, the upgrading of existing dry dock facilities, and the construction of a new mineral terminal covering 150,000 m2 to serve the Lobito Corridor's mining exports. Key technical components involve deepening the access channel and berths, installing new cargo handling equipment (including gantry cranes), and constructing modern warehouses and container yards. The project is a critical node in the Lobito Atlantic Corridor, linking the port to the interior of Angola, the Democratic Republic of the Congo (DRC), and Zambia.

Establishing the Nyamapanda/ Cuchimano One-Stop Border Post with Cuchimano on the Mozambique side and Nyamapanda on the Zimbabwean side.