Project Showcase

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

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

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

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

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

The 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 Trans-Sahara Gas Pipeline is a proposed international gas pipeline corridor intended to move Nigerian gas northward through Niger to Algeria, where it would connect to existing Mediterranean export infrastructure. The database contains both a regional Trans-Sahara record and a Nigeria-section record; these should be treated as related components, not independent additive projects.The project has a long history, dating back to early Nigeria-Algeria cooperation and renewed through trilateral Nigeria-Niger-Algeria ministerial processes. Recent sources report renewed agreements to update feasibility work and accelerate the project. The strategic case is gas monetisation, regional energy security and potential exports to Europe, but security, financing, reserve commitment, competing pipeline routes and energy-transition demand risks remain material.Validation note: public sources commonly cite total project costs in the USD 10-20 billion range, with recent reporting around USD 13 billion. The database capex values for ID 2004 and ID 762 should be checked to avoid double counting the regional pipeline and Nigeria section.Sources reviewed: Global Energy Monitor, Trans-Sahara Gas Pipeline, https://www.gem.wiki/Trans-Sahara_Gas_Pipeline; Pipeline Journal, Algeria, Nigeria and Niger sign agreements to advance TSGP, https://www.pipeline-journal.net/news/algeria-nigeria-niger-sign-agreements-advance-trans-saharan-gas-pipeline-project; Flyvbjerg et al., What causes cost overrun in transport infrastructure projects, https://arxiv.org/abs/1304.4476.

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

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

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

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

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

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

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

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

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

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

The 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 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.

Phase II of the binational Lesotho Highlands Water Project includes construction of the 165-metre Polihali Dam, a saddle dam, a transfer tunnel of about 38.2 km connecting the Polihali reservoir to Katse, access roads, bridges, power and supporting infrastructure. The water-transfer component is for South Africa's Vaal River System, while hydropower and associated development benefits accrue to Lesotho under the bilateral treaty and Phase II agreement.

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.

Envisioned as one of the largest hydropower projects in the country, TAMS is designed to have an installed capacity ranging from 1,060 MW to 2,000 MW, with a projected annual generation of around 5,760 GWh of electricity, significantly enhancing Ethiopia's renewable energy supply. The proposed Tams Dam will be a 248m high concrete face rockfill structure with a total storage capacity of 5,868 Mm3 and a live storage of 4,807 Mm3. Eight 250MW vertical Francis turbines will be installed and operate under a head of 210m. Developed under the ownership of Ethiopia's Ministry of Water, Irrigation and Energy, and supported by international engineering consultancies, TAMS is expected to cost more than $3 billion and will be implemented under a BOOT (Build, Own, Operate, Transfer) model. Anticipated payback period is 10.60 years. Beyond power generation, the project aims to support regional development through improved water management and potential irrigation benefits, underscoring Ethiopia's commitment to sustainable infrastructure and energy.

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

The Lesotho-Botswana Water Transfer Project (LBWT) is a major transboundary water infrastructure initiative to transfer water from the water-rich highlands of Lesotho to the arid regions of Botswana, traversing South Africa. The project's core components include: 1) Construction of a new multipurpose dam on the Makhaleng River in Lesotho, with an indicative storage capacity of approximately 1,200 million cubic meters. 2) A conveyance system comprising pipelines, pumping stations, and associated infrastructure to transfer water from the dam in Lesotho, across South Africa, to Botswana. The indicative pipeline length is over 700 km. 3) The project aims to yield about 500 million cubic meters of water per year, with an indicative 75% allocated to Botswana, and the remainder for Lesotho's Lowlands and en-route communities in South Africa. 4) The dam is planned to have a hydropower generation component. The project is being developed under the framework of the Orange-Senqu River Commission (ORASECOM).

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.

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

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

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

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.

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

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.

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

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

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

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

Construction of the Chad section of the 1,064 km / 400 kV Chad-Cameroon Transmission Interconnector.

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 Bedden Hydropower plant is a flagship initiative by the government of South Sudan. It is situated approximately 65km upstream from Juba. The scheme targets an installed capacity of around 540 - 570 MW. First mapped out in detailed energy-sector roadmaps from around 2009, Bedden was identified as a key long-term priority alongside other major hydropower sites on the Bahr El Jebel such as Fula, Lakki, and Shukoli. The project underwent feasibility and environmental impact assessments, and a conceptual EPC (Engineering, Procurement, and Construction) was prepared in 2013. The plant design envisions a 32m high concrete gravity dam reaching a height of roughly 65m with a reservoir crest length of around 5km and an effective hydraulic head of approximately 30m. Once operational, it would substantially alleviate grid constraints in and around Juba and possibly feed power into the broader national grid and regional interconnections.

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

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