This article was written by Mohammed Shehu, Doctoral Researcher at the University of Birmingham, UK, and Marcelo Blumenfeld, Assistant Professor in Future Transport Systems at the University of Birmingham, UK.
In the context of multimodal logistics, rail networks connect ports and industrial hubs in major cities to strategically located distribution centres. At these centres, freight is consolidated, sorted, and transferred to road transport for last-mile delivery to regional destinations. This integrated road-rail model is vital to lowering transport costs and reducing delivery times, particularly for long-haul movements. It also alleviates road congestion, helping to reduce wear and tear on highways.
Limited interoperability
Historically, many of Africa’s railways were constructed during European colonial rule, primarily for the extraction and export of minerals and agricultural products. European powers often built incompatible systems to serve their own interests, limiting interoperability, except in parts of Southern Africa. As a result, most of the continent’s rail lines still run from inland production hubs to coastal ports. Following independence in the 1960s, road transport was prioritised, and investment in rail infrastructure declined.
This shift has had lasting consequences. Continued investment in road infrastructure, coupled with a lack of rail upgrades, rendered rail freight uncompetitive due to rising costs per tonne. Consequently, rail usage declined sharply. Ironically, many of the delays and costs associated with African ports today stem from the limited capacity of road networks to move goods efficiently.
South Africa dominates
Rail infrastructure across Africa now varies widely in quality and coverage. South Africa alone accounts for nearly 30% of the continent’s total railway track and operates its busiest port. Eswatini and Zimbabwe are connected to Mozambique’s Port of Maputo, which has expanded its cargo handling capacity to over 21m tonnes annually.
In West Africa, Nigeria’s Lagos Port is the busiest in the region and is linked by rail to Kano, a key commercial hub. However, significant upgrades are required to unlock the environmental and economic potential of this corridor. The railway between Burkina Faso and Côte d’Ivoire’s Port of Abidjan offers regional integration opportunities for countries including Ghana, Togo, Benin, Nigeria, and Niger. Extending these networks northward could link to well-developed rail systems in Egypt and Morocco, where Tanger Med alone has a capacity exceeding 9m TEU.
Connecting ports with landlocked countries
To fully realise the benefits of economic development and regional integration, African nations must strengthen rail links between coastal ports and neighbouring landlocked countries. For instance, Kenya’s Port of Mombasa could be integrated with the standard gauge rail (SGR) networks of Rwanda, Uganda, and Tanzania to enhance East Africa’s multimodal connectivity.
A comprehensive assessment of intermodal transport’s impact on interstate logistics is essential. Developing a robust framework for multimodal freight—one that minimises accident risks, lowers carbon emissions, and boosts transport efficiency—requires sophisticated modelling tools that can account for demand fluctuations and operational uncertainties across the continent.
Long-term benefits
Although the capital investment required for such infrastructure is substantial, the long-term socio-economic benefits and environmental gains outweigh the initial costs. A resilient multimodal freight network would support informed decision-making by governments and development financiers, including multilateral institutions such as the African Development Bank, World Bank, and public-private partnerships. Additional funding could be secured from climate finance mechanisms, given rail’s resilience to climate-related shocks.
Rail systems offer the high-capacity solutions necessary to support port expansion and regional economic growth. Encouragingly, momentum is building, with new SGR projects underway and private sector involvement increasing in key corridors, such as the Lobito Corridor linking Angola, the Democratic Republic of Congo, and Zambia. Efficient, timely, and high-volume goods movement is essential for Africa’s commodity-exporting economies. Crucially, this must be achieved while decoupling growth from emissions to meet climate goals.
In this context, rail is not merely an option—it is a necessity. The cost of inaction may prove far greater.
●World Cargo News
