The “Al Boraq” whizzes through Morocco’s coastal landscape at lightning speed. It is named after the magical mount that the Prophet Mohammed is said to have used to fly from Mecca to Jerusalem. In the modern age, Africa’s first express train “flies” across the tracks at 320 kilometers per hour, the journey between Tangier and Casablanca taking just under two hours.
With the opening in 2018, a dream came true for Morocco. The African Union (AU) is also dreaming this dream – but for the whole continent. The mega-project “African Integrated High-Speed Railway Network” was launched nine years ago. A high-speed network is to be built by 2033, connecting important capitals and regions. More connections are to be added by 2063.
Strong vision – still a long way to go
Younes Touitha from the AU development agency NEPAD tells DW that the first part, the “Master Plan 2033″, contains 19 connections with a length of 16,970 kilometers .” A further 62 connections are to follow by 2063, and in the end the entire network will cover almost 74,000 kilometers.
China is financing many new railway projects in Africa – here Ambassador Wu Peng in Nairobi is happy about the start of the Standard Gauge Railway
The AU has selected three connections as pilot projects: a connection between the Tanzanian port city of Dar es Salaam and Rwanda’s capital Kigali, the route between Kampala in Uganda and Bujumbura in Burundi and a route between South Africa’s economic metropolis Johannesburg and Walvis Bay in Namibia, which runs via Botswana’s capital Gaborone will run. Eleven other projects are to be subjected to a feasibility study as soon as possible.
At least that is what the AU action plan, which was presented in Kenya at the beginning of 2022, says. He gives new impetus to the project, but initially mainly on paper. The reality is different: there are many obstacles to the construction of new railway lines in Africa: “They depend on the region or country in question,” Touitha told DW. “If we implement around 60 to 70 percent of our planned goals by 2030, then we’re good.”
Train routes built with China’s money
Because there is still a long way to go to modern railways: in many parts of Africa, the rail network dates back to colonial times, and the routes run from the coasts inland. They were not built for passengers, but to bring raw materials such as wood or gold to the ports and ship them to Europe.
Today, the railway is intended to serve other purposes: trade between African countries is to be strengthened and the mobility of many people is to be improved. But there are difficulties in finding funds to implement projects, says expert Touitha. So far, China has funded most of the newer projects, especially south of the Sahara. For example, the new express train that connects Kenya’s most important port, Mombasa, with the capital, Nairobi.
The line from the Kenyan seaport of Mombasa to Nairobi cannot be completed for cost reasons
However, this increases the debt of the countries – some experts fear that the required repayments to China for the governments affected will often rise to critical levels. Morocco’s high-speed train Al Boraq, on the other hand, was financed with European loans and a subsidy from the state treasury.
Trains move slowly
African governments are driving the expansion of railway infrastructure out of their own interest and not necessarily as a result of the AU master plan, says George Kaulbeck of the Canadian consulting firm CPCS: “Maybe the plan had some influence, but they (the governments, editor’s note) rather seek the benefits of a transcontinental railroad to be a part of. In most cases they were developed in the national interest, in some cases they cross borders or will soon do so,” Kaulbeck told DW.
In 2018, on behalf of NEPAD, CPCS developed the framework plans for the pan-African rail project. CPCS is currently working on further feasibility studies for African countries, for example for a possible route from Ethiopia to Sudan: There is a lot of activity in the railway sector. To do this, governments often have to enter into international partnerships, said Kaulbeck. The implementation of the vision is progressing slowly, but progress is being made.
The railway line between Ethiopia and Djibouti is now electrified. Tanzania is building an express train route with a Turkish loan. After decades of decay, Ghana also wants to renew its railway and build a 340-kilometer line between the seaport of Takoradi and Kumasi inland. The project has a volume of 3.2 billion US dollars, and Deutsche Bahn is also involved. The lenders include Deutsche Bank.
Younes Touitha also confirms that they need to develop more innovative financial strategies for infrastructure expansion. The African Development Bank (AfDB) wants to help countries structure their projects so they can be financed, he says. Partnerships in the public and private sectors are also important.
Zambia hopes for partners
Sydney Mwamba, director of the Zambian state railway PMRC, also demands this. There is a lack of money, the locomotives are outdated and the infrastructure is bad. “One of the most important aspects that the government can use to develop this sector is the application of a new law on public-private partnerships. This is seen as one of the most promising options for the development of the railway sector, especially in view of the African Free Trade Area.” , says Mwamba in the DW interview.
The Tazara Line connects Zambia and Tanzania
This zone should allow Zambia to do more trade with neighboring countries. This means that more goods are transported by rail. Like many countries, Zambia must position itself as an attractive route for the movement of goods and services by investing in the railway sector. This in turn promotes investment and growth in transport and industrialization. But most countries – like Zambia – do not have robust financing models, and crises or other problems of the governments are often more in the political focus.
The NEPAD expert also sees these challenges for many African countries: “Sometimes we are confronted with political problems that go beyond technical problems,” admits Touitha. The AU, together with NEPAD, are making great efforts to get closer to the visions. “But the political will of the countries is very important if we want to see the Africa we want.”
