Railways are Africa’s missing link

By Rodrigue Ishimwe

The African Continental Free Trade Area (AfCFTA) promises a single market of over a billion people. Trade among African countries is rising, especially within regional blocs, yet transportation remains a major barrier. A container arriving at ports such as Mombasa, Dar es Salaam, or Lagos can take several days to reach inland capitals by truck, often at a high cost. For landlocked countries like Rwanda, Uganda, Zambia, and Niger, these delays translate into higher prices and weaker competitiveness. Modern railways can move large volumes faster and at lower cost, but many lines remain fragmented or outdated. To unlock the AfCFTA’s full promise, Africa must connect regional rail corridors—rail routes linking ports with inland markets, expand structured private participation, and harmonize cross-border rail standards.

Transportation costs shape the price of nearly everything. Moving a container by road from a coastal port to a landlocked capital can take three to seven days, depending on congestion and border procedures. Railways can carry an equivalent number of trucks in one trip, often at a lower cost per ton and with more predictable delivery times. When logistics remain expensive, food, construction materials, and consumer goods will become less affordable. Landlocked economies face slower industrial growth and limited export opportunities. If inefficiencies persist, the AfCFTA will struggle to translate into real intra-African trade or even create jobs as projected.

 

African countries need to complete and connect regional railways, especially those linking ports to landlocked countries. Geography places countries such as Mali, Rwanda, Uganda, and Zambia at a disadvantage when transport depends mainly on roads. Efficient rail corridors can narrow that gap by reducing transit times and shipping costs.

Progress is visible in several regions. The Standard Gauge Railway (SGR) in Kenya has shortened freight time between Mombasa and Nairobi. The Lobito Corridor in Southern Africa aims to connect the port of Lobito in Angola to mineral-rich regions in the Democratic Republic of Congo and Zambia. These implemented initiatives show how strategic corridors can stimulate domestic manufacturing and trade. National governments and regional blocs should build on this progress by prioritizing cross-border continuity, ensuring that lines do not stop at national borders. Joint infrastructure planning, compatible technical standards, and shared financing mechanisms can strengthen corridor reliability.

Connected rail reduces logistics costs, supports Agro processing and manufacturing in inland regions, and allows landlocked countries to trade more competitively. By linking ports to hinterlands, rail transforms distance from a barrier into a bridge for growth.

There is a need to expand structured private sector participation while learning from Africa’s past partnerships. Rail infrastructure requires long-term capital and technical expertise. Public-private partnerships can help mobilize financing and improve operational efficiency under transparent rules.

Africa has experience with large-scale rail investments. The Tanzania-Zambia Railway Authority, supported by Chinese financing in the 1970s, connected landlocked Zambia to the port of Dar es Salaam and reduced reliance on southern routes. Today, renewed interest in the Lobito Corridor also reflects collaboration among countries, development finance institutions, and private investors.

Future partnerships should combine public oversight with competitive bidding and clear performance standards. Legal certainty, contract enforcement, and risk-sharing frameworks are essential to attracting credible investors. Governments can maintain strategic control while allowing private operators to manage services efficiently.

Well-designed partnerships will reduce fiscal pressure, improve maintenance, and promote innovation. When rail networks operate reliably, exporters will benefit from predictable schedules, and consumers will gain from lower distribution costs. Balanced cooperation between the public and private sectors will strengthen both infrastructure and economic opportunities.

African countries should harmonize technical and regulatory standards across borders. Differences in rail models create inefficiencies. For example, Kenya’s SGR relies on Chinese engineering and financing models, while Uganda adopted European-influenced standards. When neighboring countries adopt different technical specifications or operational systems, cross-border compatibility becomes more complex.

Harmonization does not require identical models; it requires coordination. Countries can agree on compatible gauges, signaling systems, safety standards, and freight documentation. The African Union and regional economic communities, such as the East African Community, can facilitate technical dialogue to ensure that new investments align with broader continental connectivity goals.

Strong rail systems will reduce road congestion, environmental strain, and infrastructure maintenance costs. By strengthening rail connectivity, Africa will support the AfCFTA and create broader opportunities for enterprise, industrial growth, and regional cooperation.

Rodrigue Ishimwe is a writing fellow at Africa Liberty.

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