Final IRIMP Report Transport Sector Report ENG

IGAD REGIONAL INFRASTRUCTURE MASTER PLAN
Final IRIMP Report – Transport Sector Report
December 2020
P a g e | ii IGAD Regional Infrastructure Master Plan: Transport Sector Report
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Document title IGAD REGIONAL INFRASTRUCTURE MASTER PLAN: Final IRIMP Report -
Transport Sector Report
Reference no. IPE IGAD IRIMP Report No 4
Prepared by Mr. Gilbert Maeti
Checked by Mr. Jamie Simpson, Eng. Abdulrazaq Ali
Date December 24th, 2020
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Page |i IGAD Regional Infrastructure Master Plan: Transport Sector Report
Foreword by Executive Secretary of IGAD

The Intergovernmental Authority on Development (IGAD) Regional Infrastructure Master Plan
(IRIMP) is an ambitious plan, the implementation of which will accelerate the region’s growth and
structural transformation. The IRIMP consists of policy initiatives and infrastructure investments
that will significantly strengthen the process of regional economic cooperation and integration.
The IRIMP is aligned with, and furthers the aims of, the Abuja Treaty, the Constitutive Act of the
African Union, Agenda 2063, and the national development plans of IGAD Members States.
This Transport Sector Report is part of four sector reports picked from the overall IRIMP Report.
The other three reports are for energy, ICT and transboundary water resources. The Sector
Reports are intended to be used by IGAD Member States, and in particular the relevant line
Ministries, Departments and Agencies responsible for sector development, and their development
partners to guide future planning, investment decision-making and funding and financing
arrangements.
The process of preparing IRIMP began in March 2006 when the 11th IGAD Summit of the Heads of
State and Government, held in Nairobi, recognised the importance of infrastructure projects as a
vehicle for the integration of the IGAD region and as a catalyst for the economic growth and
development of IGAD Member States.
The following year experts from the European Union (EU), IGAD Member States, and the IGAD
Secretariat met in Mombasa (Kenya) to prepare the Horn of Africa Initiative (HOAI). HOAI priority
areas were: (i) interconnectivity in transport (focus on transport and trade facilitation) priority
road corridors linking region to seaports; (ii) energy; (iii) ICT; and (iv) water resources for food
security.
Subsequently, the IGAD Secretariat organised a meeting of Member States, held in Nairobi during
December 2010, at which was prepared a comprehensive roadmap for the Minimum Integration
Plan which would create a Free Trade Area (FTA) in the IGAD region. The roadmap recommended
the preparation of IRIMP, which was cited as crucial to achieving the FTA. The preparation of the
IRIMP is very timely as the African Continental Free Area (AfCFTA) has recently been established
and all IGAD Member States have signed the Agreement. AfCFTA seeks to accelerate intra-African
trade and to boost Africa’s trading position in the global market by strengthening Africa’s common
voice and unified position in global trade negotiations.
In June 2013, IGAD requested support from the African Development Bank (AfDB) to develop the
IRIMP. The positive AfDB response culminated in the commencement of the preparation of the
IRIMP in May 2018. Support from the AfDB for IGAD initiatives is substantial and includes the
Kampala–Djibouti Corridor Studies, and the IGAD Drought Disaster Resilience and Sustainability
Initiative (IDDRSI). The AfDB is also supporting a number of regional projects that are connecting
the Member States including the construction of Isiolo-Moyale Highway in Kenya and the
rehabilitation of Awassa–Moyale Highway in Ethiopia.
The IRIMP covers infrastructure in Transport, ICT, Energy and Transboundary Water Resources.
The IGAD region is unfortunately characterised by the low stock of infrastructure, particularly in
transport and energy, and the inadequate development of the ICT sector and digital economy.
Coupled with the increasingly severe strain placed on water resources the region’s productivity
and growth, and regional integration, has fallen short of expectations. Studies have shown that
inadequate infrastructure shaves off at least 2% of Africa’s annual economic growth. Adequate
infrastructure would lead to productivity gains by African firms of up to 40%.
The IRIMP will help facilitate regional integration by bridging the gap in national and regional
policies and strategies and addressing infrastructure needs in vital areas, including in remote and
pastoralist areas. The IRIMP will guide the process of implementation of priority regional
infrastructure projects – constituting the basis for IGAD Member States commitment to a common
infrastructure development programme, in the form of a Declaration, as well as the basis for
regular review of its implementation. The IRIMP will be implemented over three phases; in the
short term (2020-2024); the medium term (2025-2030); and over the long term (2031-2050).
There is an urgent need to scale up regional infrastructure development to accelerate regional

integration and development. The IRIMP will help address key regional infrastructure deficits. This
includes projects that will address transport and energy needs of the region in a manner that
ensures accessible and affordable access by the region’s population, and the sustainable
development of energy and water resources with a special emphasis on renewable sources. The
IRIMP will help to enhance the equitable sharing of water resources amongst competing uses. The
IRIMP will also further help the region to make necessary steps to expand and deepen the access
to modern, affordable, and reliable ICT technologies and services.
The IRIMP focuses on effective implementation of projects by identifying preferable and practical
financing strategies, and by proposing policy and institutional frameworks that will ensure the
unfettered and seamless implementation of identified projects and interventions.
H.E. Dr. Workneh Gebeyehu
Executive Secretary
P a g e | iii IGAD Regional Infrastructure Master Plan: Transport Sector Report
Acknowledgements
The IGAD Regional Infrastructure Master Plan (IRIMP) was prepared by a team from IPE Global and
Africon Universal Consulting. Preparation was a collective effort that involved the IGAD Member
States, and their respective ministries, departments, and agencies responsible for infrastructure
planning, finance, and delivery. The Member States, through the Joint Steering Committee,
provided valuable feedback on the IRIMP as it progressed through the preparation process and
the reporting milestones.
The support and contributions of the African Development Bank team, led by Mr. Mtchera Chirwa,
were invaluable in ensuring the IRIMP was firmly focused on delivering sound infrastructure
investments that supported wider continental ambitions of inclusive, resilient, and sustainable
growth.
IPE Global and Africon Universal Consulting are grateful to the many officials and experts that
shared their time and knowledge with us in order to improve the quality of the evidence, review
the findings, and to sharpen the recommendations.
The IGAD Secretariat, under the stewardship of Mr. Elsadig Abdalla (Director Economic
Cooperation and Social Development) and Mr. Zacharia King’ori (Project Coordinator), ensured
that the interests of the Member States were at the forefront of the analysis and prioritisation
processes shaping the direction and recommendations of the IRIMP. Mr. Zacharia King’ori
provided much valued day-to-day guidance on project management matters. He was a reliable
sounding board on technical issues and how they can best be communicated to ensure the IRIMP
can be acted on by Member States.
Throughout the IRIMP preparation process, the driving philosophy was ‘plan to implement’ and to
build on the positive infrastructure initiatives that the IGAD Member States were already
developing and implementing. The policy and project recommendations reflect this philosophy.
P a g e | iv IGAD Regional Infrastructure Master Plan: Transport Sector Report
Contents
Foreword by Executive Secretary of IGAD ............................................................................................... i
Acknowledgements................................................................................................................................ iii
List of Acronyms ....................................................................................................................................... i
Executive Summary: The IRIMP Transport Sector ................................................................................. iv
Chapter 1: Introduction to the IRIMP ..................................................................................................... 2
1.1 Objectives.............................................................................................................................................. 2
1.2 IRIMP Strategic Framework .................................................................................................................. 2
1.3 Scope ..................................................................................................................................................... 5
1.4 Users ..................................................................................................................................................... 5
Chapter 2: Transport Sector Strategic Context and Situational Analysis................................................ 6
2.1 Sector Development Drivers ................................................................................................................. 6
2.2 Current Projections and Trends ............................................................................................................ 6
2.3 Challenges ............................................................................................................................................. 6
2.4 Demand and Supply Analysis ................................................................................................................ 8
2.5 Gap Analysis/Assessment ..................................................................................................................... 8
2.6 Intervention Priorities ........................................................................................................................... 8
Chapter Three: Strategic Framework .................................................................................................... 10
3.1 Sector Vision and Strategy .................................................................................................................. 10
3.2 Infrastructure Implementation Programme ....................................................................................... 11
3.3 Funding Requirements and Financing................................................................................................. 22
3.4 ESIA, Climate Resilience and Safeguards ............................................................................................ 22
3.5 Risks .................................................................................................................................................... 23
Chapter Four: Action Plan ..................................................................................................................... 22
4.1 Action Plan Projects ............................................................................................................................ 22
4.2 Implementation Plan .......................................................................................................................... 22
4.3 Prioritised projects and PIDA 2 Alignment.......................................................................................... 25
4.4 Enabling Environment, Institutional Arrangements and Capacity Development ............................... 25
4.5 Key Success Factors and KPIs .............................................................................................................. 26
4.6 The IRIMP Implementation Strategy................................................................................................... 27
Role of IGAD Secretariat ...................................................................................................................... 27
Role of Corridor Management Institutions (CMIs) .............................................................................. 27
Roles of Member States ....................................................................................................................... 29
List of Tables
Table ES 1. 1:Transport Sector Projects Portfolio .......................................................................................... iv
Table ES 1. 2: IRIMP Implementation Plan...................................................................................................... v
Table 1. 1:Summary of IDP Projects: Sector Portfolio Breakdown by Implementation Phase ....................... 4
Table 2. 1: Transport Sector Challenges……………………………………………………………………………………………………..7
Table 3. 1: Vision over the Three IRIMP Phases………………………………………………………………………………………..10
Table 3. 2: Result Areas, Strategic Objectives ............................................................................................... 11
Table 3. 3: Summary of IDP Projects - Sector Portfolio Breakdown by Implementation Phase ................... 12
Table 3. 4:Infrastructure Development Programme: Short-term Plan (2020-2024) .................................... 13
Table 3. 5:Infrastructure Development Programme: Medium-term Plan (2025-2030) ............................... 17
Table 3. 6:Infrastructure Development Programme: Long-term Plan (2031-2050) ..................................... 20
Table 4. 1:IRIMP Action Plan Projects……………………………………………………………………………………………………….22
Table 4. 2:IRIMP Implementation Plan ......................................................................................................... 22
List of Figures
Figure 1:Potential IGAD Economic Corridors .................................................................................................. 3
List of Acronyms
AfDB African Development Bank
AfCFTA African Continental Free Trade Area
AFCAC African Civil Aviation Commission
AFD Agence Française de Développement (French Development Agency)
AIIM Africa Infrastructure Investment Managers
AFESD Arab Fund for Economic and Social Development
AU African Union
BASA Bilateral Air Service Agreements
CAGR Compound Annual Growth Rate
CMI Corridor Management Institute
COMESA Common Market for Eastern and Southern Africa
CFA Cooperative Framework Agreement
CIDCA China International Development Cooperation Agency
DMIC Delhi-Mumbai development corridor
EAC East African Community
ECOWAS Economic Community for West African States
EDRI Ethiopian Development Research Institute
EDC Economic Development Corridor
EPA Environmental Protection Authority
ESIA Environmental Social Impact Assessment
GDI Gross Domestic Income
GDP Gross Domestic Product
GoK Government of Kenya
GTP Growth and Transformation Plan (Ethiopia)
IDP Infrastructure Development Programme
IGAD Intergovernmental Authority on Development
IMO International Maritime Organization
IMF International Monetary Fund
IRIMP IGAD Regional Infrastructure Master Plan
KeNHA Kenya National Highways Authority
KfW Kreditanstalt fur Wiederaufbau (German Development Bank)
KRC Kenya Railways Corporation
KPI Key Performance Indicators
LAPSSET Lamu Port-South Sudan-Ethiopia-Transport Corridor
LCDA LAPSSET Corridor Development Authority
MoT Ministry of Transport, Ethiopia
NEPAD New Partnership for Africa’s Development
NETIP North Eastern Transport Improvement Project
NGO Non-Governmental Organisation
NDP National Development Plan
OECD Organisation for Economic Co-operation and Development
PIDA Programme for Infrastructure Development in Africa
PAP Priority Action Plan
PPP Public Private Partnership

PSO Private Sector Organisation
REC Regional Economic Community
SAATM Single African Air Transport Market
SADC Southern African Development Community
SDI Spatial Development Initiative
SEZ Special Economic Zone
SSATP Sub-Saharan African Transport Policy Programme.
SPV Special Purpose Vehicle
UNECA United Nations Economic Commission for Africa
UNRA Uganda National Roads Authority
URC Uganda Railways Corporation
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Executive Summary
P a g e | iv IGAD Regional Infrastructure Master Plan: Transport Sector Report
IRIMP Transport Sector

The IGAD Infrastructure Master Plan (IRIMP) was developed to guide the IGAD region in
identifying its priorities in the development of its infrastructure networks and services and
implementing them during the period 2020 – 2050. The IRIMP covers four sectors, namely;
Transport, Energy, ICT and Transboundary Water Resources and is to be implemented
through a three -phase scheme.
The IRIMP architecture is based on a Corridor Approach where programmes and projects are
structured along the key nine IGAD corridors that have been serving the region or are
expected to do so in the coming years.
Table 1 below shows the Transport sector projects portfolio in the four subsectors over the
three phases and their estimated costs of implementation.
Table ES 1. 1:Transport Sector Projects Portfolio
Subsector Short-term (2024) Medium-term Long-term (2050) Total
(2030)
Projects Cost Projects Cost Projects Cost Projects Cost
US$M US$M US$M US$M
Roads 23 9,312 23 13,179 7 8,224 53 30,715
Railways 4 8,442 5 9,668 21 47,960 30 66,070
Inland Container
3 209 2 200 0 0 5 409
Depots (ICDs)
Border Posts 11 129 2 14 2 40 15 183
Inland Waterways 4 61 6 3,337 0 0 10 3,398
Sea Ports 6 5,041 4 4,200 5 4,680 15 13,921
Aviation 11 4,737 10 2,734 1 600 22 8,071
Total 62 27,931 52 33,331 36 61,504 150 122,766
The projects prioritised include those in physical infrastructure and others in transport
facilitation through the development of policy, legal and regulatory instruments; and in the
development of capacity covering institutional and human capital development.
In order to effectively implement the IRIMP, instruments have been developed to guide in
project identification, prioritisation and in advancing projects preparation from concept to
financial closure where investment is undertaken by the appropriate off-taker depending on
its economic and financial rates of return.
Table A 2 below shows the IRIMP Implementation Plan including institutional structure to be
undertaken by IGAD, Member states corridor management institutions:
Page |v IGAD Regional Infrastructure Master Plan: Transport Sector Report
Table ES 1. 2: IRIMP Implementation Plan

FOCUS AREA ACTION ACTIVITIES RESPONSIBLE TIME FRAMES
PARTIES
Coordination of Establishment of a Coordinating member states in the IGAD Secretariat Within Six months
Implementation of the Project development of transboundary of IRIMP
IRIMP through a unified Coordination Unit projects endorsement
platform at IGAD and (PCU) based at the
Convening meetings, workshops and
country levels IGAD Secretariat.
organising other events;
PCU to consist of a
Conducting awareness and
Programme
sensitisation on project issues and
Coordinator and 4
procedures (Public and Private sector)
sectoral experts
(Transport, ICT, Preparing work plans and working
Energy and Water) documents and maintenance of
– with support staff projects databases;
and office space.
Coordination of the mobilisation of
resources for implementation of
projects.
Promotion/ coordination of
establishment and operation of
Corridor Management Institutions
(CMIs)
Enhancing awareness and

sensitisation of IGAD’s programmes
Institutional set up for Establishment of a Reviewing / aligning national IRIMP Member States Within Six months
management of National Multi- projects and national development of IRIMP
programmes/projects in Sectoral plans endorsement
Member States Coordination
Sectoral Coordination Committees to
Committee
review and update project budget and
comprising all
funding information
sectors (Transport,
ICT, Energy, Water) Enhancing awareness and
sensitisation of IGAD’s programmes
Establishment of Steering the implementation of the Member States (Six Months)

Sectoral Steering IRIMP
Committees of
Providing regular reports on
Senior Officials.
programme/project implementation
progress
Maintenance of national project

databases
Link to IRIMP PCU M&E systems
Establishment of Reviewing Terms of Reference for IGAD Secretariat Continuous

Technical Task studies
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Teams/Working Handling specific

Groups programmes/projects requirements
Harmonisation of national Addressing areas Identify key areas where policy and IGAD Secretariat (Initiate review /
policies, regulations and where policy and regulatory instruments; and technical gap analysis
procedures on cross border regulatory standards and procedures need to be within 3 months of
and transit trade among instruments; and harmonised in the IGAD region; setting up of
member states to enable technical National Multi-
Prepare Model policy, legislative and
the development of standards and Sectoral
regulatory instruments for adoption
transboundary projects procedures need Coordination
by Member State;
to be harmonised Committee-
in the IGAD region Coordinate the states in concluding complete within
Multilateral Agreements where 12 months after
necessary; the review / gap
analysis)
Undertake corridor diagnostics of
trade facilitation constraints and
develop reform action plans for the
corridors drawing lessons on
international best practices in trade
facilitation; and
Creation of awareness in the private

sector in the members states.
Resource mobilisation for Develop a Prepare IRIMP project inventory on IGAD Secretariat Continuous
projects preparation and database of the basis of potential sources of
implementation potential sources funding projects.
of funding for
Undertake research mobilisation
categories of
through structured fora such as
projects and
Infrastructure Investment Forum,
document their
missions to development partners
requirements for
and cooperating partners
access to funds
Promote projects for attraction of
interest by private sector including
potential PPP off-takers
Capacity Building for Development of Identification of capacity gaps at IGAD Secretariat Continuous
Projects Implementation capacity building at human and institutional levels
national and IGAD
Identification of training instruments
Secretariat
and institutions
Develop the training curriculum and

materials (including online) for the
stakeholders.
Enhance communication with all

relevant stakeholders
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Monitoring and Evaluation Development of a Data collection systems on project IGAD Secretariat Long-term and
of programmes and Monitoring and implementation and trade flows along / IRIMP PCU continuous
projects implementation Evaluation (M&E) the corridors to be developed and
Mechanism adopted
National and regional fora established

to review performance
Monitoring the progress of developed

work plans and projects
Assessment of the wider economic
benefits of the corridor investments
for impact monitoring
Page |1 IGAD Regional Infrastructure Master Plan: Transport Sector Report
Chapter One:
Introduction to the
IRIMP
Chapter 1: Introduction to the IRIMP
1.1 Objectives
The objectives of the IGAD Regional Infrastructure Masterplan (IRIMP) are to:
i. Develop a strategic framework for infrastructure development and investment in the

transport, energy, ICT and water resources sectors;
ii. Facilitate intra-regional and inter-continental trade, and the flow of
goods, services, and the movement of people across borders of the region;
iii. Support regional economic growth that is inclusive, resilient, and sustainable; and
iv. Reduce isolation and promote regional integration and stability.
The IRIMP aims to catalyse investments in infrastructure in the IGAD region, as outlined in
the Terms of Reference (TOR): “[the] infrastructure master plan will provide an opportunity
for Member States, development partners, investors and other stakeholders to pick regionally
accepted and bankable infrastructure projects to fund, invest and support.”
The IRIMP not only focuses on projects but, equally important, highlights the need to invest
in building sustainable institutional capacity to improve the delivery and management of
investments in the long-term. The IRIMP is also about improving the quality of growth and
investment by ensuring climate change, social inclusion (bringing vulnerable
groups, women, and youth into the development process from design to implementation)
and conflict sensitive investment choices are mainstreamed in decision-making and project
execution.
The focus of this report is to outline the transport sector plans and investments that form an
integral part of the IRIMP.
1.2 IRIMP Strategic Framework
The key institutional and policy drivers of the IRIMP Strategic Framework are:
▪ The IRIMP is a key tool to operationalise the African Continental Free Trade Area
(AfCFTA) and Vision 2063 through the Regional Economic Communities (REC)
institutional arrangements;
▪ The IRIMP will contribute to the PIDA-PAP 2 planning process, the underlying concept
of which is: “To promote an integrated, multi-sectorial corridor approach that is
employment-oriented, gender-sensitive, and climate-friendly and that connects
urban/industrial hubs with rural areas”; and critically,
▪ The expression of IGAD Member State priorities as expressed through National
Development Plans.
The IRIMP maps out the provision of trans-border physical infrastructure and the
implementation of related policy, regulatory and institutional strengthening (economic
infrastructure) initiatives over the 2020-2050 period, with three phases of development:
• Short term: 2020-2024

• Medium term: 2025-2030
• Long term: 2031 - 2050
The primary principle guiding the selection of trans-border infrastructure projects for the
IRIMP is the degree to which a project promotes the development of the nine economic
development corridors that traverse the IGAD region – Figure 1.
Figure 1:Potential IGAD Economic Corridors
The objective of the IRIMP is to develop these potential Economic Development Corridors to
maximise job creation, are resilient to climate change, are people-driven and strengthen the
role of women through gender-sensitive infrastructure development. A balanced and
inclusive approach adopted, with all countries and corridors included in the Infrastructure
Development Plan and Action Plan. The sector profile of the IRIMP / Infrastructure
Development Programme is given in Table 1.1.
The contribution of the transport sector to development of the respective economic

development corridors is subject of this report. The rationale, investment priorities, financing,
implementation and safeguards of the transport sector are described in the sections that
followed.
Table 1. 1: Summary of Infrastructure Development Programme Projects: Sector Portfolio Breakdown by Implementation
Phase
Sector Subsector Short-term (2024) Medium-term (2030) Long-term (2050) Total
Projects Cost $m Projects Cost $m Projects Cost $m Projects Cost $m
Transport Roads 23 9,312 23 13,179 7 8,224 53 30,715
Railways 4 8,442 5 9,668 21 47,960 30 66,070
Inland Container Depots (ICDs) 3 209 2 200 0 0 5 409
Border Posts 11 129 2 14 2 40 15 183
Sea Ports 6 5,041 4 4,200 5 4,680 15 13,921
Aviation 11 4,737 10 2,734 1 600 22 8,071
Subtotal 62 27,931 52 33,331 36 61,504 150 122,766
Energy Petroleum/Gas Pipeline 3 5,214 5 7,235 0 0 8 12,449
Power Interconnector 6 2,342 6 675 6 2267.5 18 5,285
Subtotal 9 7,556 11 7,910 6 2267.5 26 17,734
ICT Fibre Optic Links 10 396 4 264 0 0 14 660
Data Centre 1 173 1 70 0 0 2 243
Internet Exchange Point (IXP) 2 7 0 0 0 0 2 7
Subtotal 13 576 5 334 0 0 18 910
Transboundary Multi-purpose Reservoir 4 662.65 1 2,000 0 0 5 2,663
Water Water Aquifer Management 1 2.7 0 0 0 0 1 2.7
Subtotal 5 665.35 1 2,000 0 0 6 2,665
Grand Total 89 36,728 69 43,575 42 63,772 200 144,075
1.3 Scope
The Sector Reports complement the IRIMP Strategic Framework and Infrastructure
Development Plans which are centred around the core economic development corridors in
the IGAD region. The sector plan and related investments have been developed in
collaboration with the Member States to ensure alignment with national development plans.
In parallel, the sector investments have been developed to align with the African Union PIDA
PAP II process. The sector plans and risks have been “tested” through consultations with the
IGAD Joint Steering Committee and consultations with civil society and private sector
organisations through a series of workshops to ensure inclusion, resilience and environmental
and social safeguards are fully considered and incorporated into the IRIMP.
1.4 Users
The Sector Reports are intended to be used by IGAD Member States, and in particular the
relevant line Ministries, Departments and Agencies responsible for sector development, and
their development partners to guide future planning, investment decision-making and
funding and financing arrangements.
Chapter One:
Chapter Two: Transport
Sector Strategic Context
The IRIMP Strategic
and Situational Analysis
Framework
Chapter 2: Transport Sector Strategic Context and Situational Analysis
2.1 Sector Development Drivers
The primary drivers for transport infrastructure are the growth in industry, regional and
international trade and opening up remote areas and facilitate access and mobility of people.
The IRIMP seeks to ensure that the transport sector infrastructure system is fully
interconnected, enabling the free and efficient movement of goods, services and people
across national borders.
All major corridors will function effectively as logistics corridors, and the majority will be
economic development corridors that attract investment and drive sustainable and resilient
growth. The following are the key interventions:
• The primary focus is on the provision of quality and sustainable transport

infrastructure to close existing gaps and establish an enabling environment for
transport operations along the EDCs;
• Lay the foundations for developing a system of quality transport infrastructure and
services which in the long term optimise modal integration and competition; and
• Leverage smart financing options to develop transport infrastructure facilities:
innovative mobilisation of resources from domestic, regional and international
sources and PSP.
In terms of sector priorities, the provision of modern railway networks through expansion
into unserved areas and the upgrading of existing dilapidated legacy networks has been
adopted in line with the decision of the AU.
2.2 Current Projections and Trends
The transport sector is projected to experience significant growth as infrastructure along the
proposed regional and continental corridors is rolled out. The PIDA/PAP 2 is expected to pick
up many of the IRIMP projects in transport, energy and ICT and provide the necessary visibility
for their uptake and speed up their implementation.
2.3 Challenges
The following are some of the main challenges that face the transport sector and its various
subsector:
Table 2. 1: Transport Sector Challenges

Subsector Challenges
Road • Weak and ineffective institutional structures characterised by lack of capacity, poor corporate
governance, and inefficient management;
• Lack of institutional capacities and technical know-how from other relevant stakeholders
including financiers, consultants and contractors;
• Inadequate funds for road infrastructure development and maintenance. This is not peculiar to
the road mode but also to nearly all modes of transport
• Road development encumbered by rights of way issues leading to high costs in land acquisition
for road construction. This makes the cost of land a substantial proportion of the asset
development compared to the cost of road construction budget;
• Participation of the private sector in road development and management is encumbered by
lack of proper legal frameworks to enlist the private sector into PPPs and to effectively
supervise their operations; and
• Delays in procurement of contractors for design, construction and maintenance of road
networks.
Railways • Harmonisation of technical standards for interoperability in terms of infrastructure, technology
standards and operating practices.
• Financing the development and maintenance of interconnected regional rail networks to
adequately serve the region;
• Lack of integration with other transport modes and intermodal operability;
• Enhancing regional competition policy for the provision of competitive services by separation of
network owner from the operators of rail services;
• Harmonisation of business and pricing policy for a freight transport whose income covers
operating, overheads, capital costs and make a return on the investment;
• Harmonisation of policies, rules and regulations to forestall barriers to cross-border transport
flows and /or inhibit sub-regional trade integration; and
• Developing and equipping the railways training schools in each country to the required standards
establishing regional centre of excellence in rail research, operations and management
Maritime • Low port efficiencies resulting in congestion at berths and terminals and causing delays to vessels
Sector and delivery of cargo;
• Inefficient counterpart facilities for ports such as poor roads and rail infrastructure and service
providers needed to evacuate or deliver cargo in the ports promptly once it is discharged or
required for shipment;
• Transit trade constrained by lack of alternative port choices due to limited inland transport
modes such as roads, railways and pipelines;
• Inadequate investment in port infrastructure, equipment maintenance and generally the human
capital needed to provide efficient services;
• National shipping lines having primarily been state owned and enjoyed cargo reservation
schemes have either been wound up or are currently unable to compete at global levels;
• Inability to acquire, crew and operate vessels because of high capital costs and lack of global
network for local shipowners to access sufficient cargo volumes to generate adequate freight
earnings to make investment in vessel operations profitable;
• Low investments in in inland waterways facilities such as lake and river ports, dredging of
waterways and provision of navigation aids; and
• Navigation constrained by inability to clear obstructions in the river fairways, straightening of
curves, widening and deepening river beds and construction of navigation locks as required.
Civil • Application of Bilateral Air Service Agreements (BASAs) that restrict the market access for
Aviation airlines;
• Restrictive BASAs deny operators opportunities to realise economies of scale resulting in high
costs of operations inability to make enough returns on investment and provide sustainable
services;
• Capital to invest in airports development, procurement of navigation equipment and
procurement of aircraft;
• Lack of human capital to manage the industry efficiently from service provision to the
regulatory and oversight responsibilities;
• Conditions imposed on type of aircraft, security and environmental standards for developing
countries by aeronautical authorities in Europe and North America; and
• Demands on traffic rights over and above those provided under the AU SAATM arrangements.
2.4 Demand and Supply Analysis
Prior to identifying potential projects, a demand analysis was undertaken to determine the
volumes of traffic that is forecast to pass through the various corridors. volume of traffic
expected to utilise the infrastructure. The demand forecasts considered baseline traffic
projected through a set of growth rates based on the GDP growth rates compounded with a
multiplier determined for each country of a group of countries as provided by the World Bank.
On the supply side, current transport infrastructure together with proposed projects over the
coming years were considered. The transport infrastructure inventory and the proposed
projects were considered against the traffic levels to determine the adequacy or otherwise of
the next five years.
2.5 Gap Analysis/Assessment
The transport infrastructure gap analysis assesses the capacity of infrastructure to meet
forecast traffic demand in each section of the IGAD corridors during the three phases. Gaps
arose where capacity from existing transport infrastructure plus the already planned projects
could not cope with the forecast traffic demand over any of the three phases.
Where capacity gaps were identified, and there was no existing project in the inventory to
address the gap, a new project was proposed and assigned to the relevant phase. The gap
assessment covered road, rail, border posts, seaports, and inland waterways for each of the
IGAD corridors. However, due to lack of data, the second source (increase in traffic volume)
could only be estimated for five of the eight corridors as data was not available for Massawa,
Assab, Mogadishu or Kismayu.
In the aviation sector, the capacity requirements provided by the national aeronautical
authorities were largely adopted. This was because the aviation sector has comprehensive
recent technical studies already conducted taking into account projections in traffic demand
made by international organisations such as International Civil Aviation Organization (ICAO)
and International Air Transport Association (IATA) among others.
2.6 Intervention Priorities
In order to implement the IRIMP projects successfully, interventions will be necessary at

various levels among states, IGAD Secretariat. There may be interventions at by other RECs
and the AU that may accelerate the projects development. Interventions may be made
through under IGAD should be exercised in line with the proposed Implementation Plan and
will cover the following areas:
(i) Development of harmonised policy and regulatory framework;

(ii) Project Identification to build consensus among states;
(iii) Project preparation including feasibility studies;
(iv) Resource mobilisation (in order to synchronise construction and commissioning of
cross-border projects; and
(v) Capacity building (institutional and human)
P a g e | 10 IGAD Regional Infrastructure Master Plan: Transport Sector Report
Chapter Two:
Three:
Strategic Objectives
Framework
Chapter Three: Strategic Framework
3.1 Sector Vision and Strategy
The vision for the transport sector by 2050 is to have its infrastructure fully interconnected,
enabling the free and efficient movement of goods, services and people across national
borders. All major corridors will function effectively as logistics corridors, and the majority
will be economic development corridors that attract investment and drive sustainable and
resilient growth.
The strategic objectives will be achieved over time; hence there are three phases with specific
strategic objectives directly related to the IRIMP time horizons. These are shown in Table 3.1
below
Table 3. 1: Vision over the Three IRIMP Phases
Short term (2020-2024) Medium term (2025-2030) Strategic Long term (2031-2050) Strategic
Strategic Objectives Objectives Objectives
All IGAD member states to have Port Sudan, Djibouti and Northern will be fully- All IGAD member states will have
access to at least one fully fledged Economic Development Corridors, access to at least one Economic
functioning transport corridor facilitating efficient intra-regional and inter- Development Corridor
continental trade, attracting inward
investment, and driving sustainable and
resilient economic growth
Port Sudan, Djibouti and LAPSSET, Berbera and Massawa will be Port Sudan, Djibouti, Northern
Northern will be logistics established as logistics corridors; additional LAPSSET, Berbera and Massawa will
corridors; all links missing in infrastructure will have developed to be fully-fledged Economic
2019 will have been completed, complement the initial road link; logistics Development Corridors, facilitating
ports, dry ports, OSBPs and infrastructure and services will be developing; efficient intra-regional and inter-
associated logistics institutional framework (e.g. corridor continental trade, attracting inward
infrastructure will be management institution / corridor investment, and driving sustainable
operational development authority) in place to actively and resilient economic growth
manage and develop the corridors
Missing links will be completed on Mogadishu,

LAPSSET, Berbera and Massawa Mogadishu, Kismayo and Assab will
Kismayo and Assab so that they are
will be functioning transport be developed, subject to demand,
functioning transport corridors
corridors; all links missing in following the EDC model, and will be
2019 will have been completed; at least logistics corridors with
ports will have increased their established institutional framework
share of trade from
neighbouring member states
Table 3.2 below shows the Strategic Objectives against the identified Key Result Areas in the
Transport sector.
Table 3. 2: Result Areas, Strategic Objectives

Key Result Area Subsector Strategic Objectives
To develop harmonised policies, regulations and institutional

Policy, Regulatory and
All subsectors framework to promote cross-border/ transit operations
Institutional Framework
Road To provide adequate regional and cross-border road transport
infrastructure
Rail To provide adequate regional and cross-border railway
Physical Transport infrastructure
Infrastructure Maritime and Inland
Waterways To provide ports and inland water infrastructure and facilities
Civil Aviation To provide modern airports, air navigation facilities and means of
air transport
Road
To mobilise adequate resources to finance road projects
Rail
Financing/Resource To mobilise adequate resources to finance railway projects
Mobilisation for project
To mobilise adequate resources to finance maritime and inland
implementation Maritime and Inland
waterways projects
Waterways
Civil Aviation To mobilise adequate resources to finance civil aviation projects
Road To enhance capacity in human and capital, institutions in the

road subsector
Rail To enhance capacity in human and capital, institutions in the rail
subsector
Capacity Building
Maritime and Inland
To enhance capacity in human and capital, institutions in the
Waterways
road maritime and inland waterways subsector
To enhance capacity in human and capital, institutions in the civil
Civil Aviation
aviation subsector
3.2 Infrastructure Implementation Programme

This section presents the proposed infrastructure development programme (IDP) for each of
the nine IGAD corridors: Northern; Djibouti; Port Sudan; LAPSSET; Berbera; Massawa;
Mogadishu; Kismayo; and Assab. The civil aviation sector is presented separately at the end.
The IDP is presented as a series of annotated maps illustrating the current status of physical
infrastructure on the corridor, and the physical infrastructure projects that are proposed for
each time period (to 2024, to 2030 and to 2050). Following each map is a table providing more
detail on each project to be implemented during that planning period. Alternatively, the IDP
is presented by sector, rather than by corridor, in Annex Two.
The majority of the projects in the IDP are sourced from the IRIMP project inventory1 which
was assembled during the first phase of the project. These projects have been screened and
assessed against forecast demand and capacity in each time period in order to sequence
investments. Where capacity gaps were identified, and there was no existing project in the
inventory to address the gap, a new project has been proposed – this is particularly the case
1 Project data sheets for all projects in the inventory are presented under separate cover
in the final planning period (2031-2050), which can be considered more of a long-term vision
for the development of each corridor.
The IDP also recommends economic infrastructure initiatives to be implemented in three
areas: 1) institutional arrangements; 2) harmonisation of regulations and standards; and 3)
logistics services. These are presented as a table following the physical infrastructure
development programme for each corridor. Due to the large number of maps and tables, the
remainder of this chapter is presented in landscape.
Table 3. 3: Summary of IDP Projects - Sector Portfolio Breakdown by
Implementation Phase
Subsector Short-term (2024) Medium-term Long-term (2050) Total
(2030)
Projects Cost Projects Cost Projects Cost Projects Cost US$M
US$M US$M US$M
Roads 23 9,312 23 13,179 7 8,224 53 30,715
Railways 4 8,442 5 9,668 21 47,960 30 66,070
Inland Container
3 209 2 200 0 0 5 409
Depots (ICDs)
Border Posts 11 129 2 14 2 40 15 183
Sea Ports 6 5,041 4 4,200 5 4,680 15 13,921
Aviation 11 4,737 10 2,734 1 600 22 8,071
Total 62 27,931 52 33,331 36 61,504 150 122,766
Table 3. 4:Infrastructure Development Programme: Short-term Plan (2020-2024)

Project Cost ($m) Corridor Sector Sub-sector type
1 Mombasa Port Second Container Terminal, Phase 3 300 Northern Corridor Transport Sea Port
2 Mombasa – Nairobi Expressway 2,180 Northern Corridor Transport Road
3 Naivasha –Kisumu (Phase 2B) SGR 3,700 Northern Corridor Transport Railway
4 Kenya-Uganda Petroleum Products Pipeline (Uganda Section) 600 Northern Corridor Energy Petroleum/Gas Pipeline
5 Kampala – Jinja Expressway 1,000 Northern Corridor Transport Road
6 Kampala – Jinja Highway 7 Northern Corridor Transport Road
7 Kampala Outer Beltway 1250 Northern Corridor Transport Road
8 Rehabilitation of Meter Gauge Rail Between Tororo and Gulu 40 Northern Corridor Transport Railway
9 Gulu Logistics Hub 9 Northern Corridor Transport Inland Container Depot
10 Nimule – Juba Road Rehabilitation 73 Northern Corridor Transport Road
11 Rehabilitation of Jinja Port Facilities 3 Northern Corridor Transport Inland Port & Waterway
12 Rehabilitation of Kisumu Pier 30 Northern Corridor Transport Inland Port & Waterway
13 Rehabilitation of Port Bell Facilities 3 Northern Corridor Transport Inland Port & Waterway
14 Improvement of Navigation Aids on Lake Victoria 25 Northern Corridor Transport Inland Port & Waterway
15 Uganda – South Sudan Interconnector (400kV) 300 Northern Corridor Enegy Power Interconnector
16 Juba-Kampala Fibre Optic Link (South Sudan Section) 19 Northern Corridor ICT Fibre Optic Cable
17 Kocholia Trans-boundary Multipurpose Water Storage 55 Northern Corridor Water Multi-purpose Reservoir
18 Nyimur Multipurpose Water Resources Project Studies 2 Northern Corridor Water Multi-purpose Reservoir
19 Angololo Multipurpose Water Resources Development Project 1.65 Northern Corridor Water Multi-purpose Reservoir
20 Transborder Submarine Fibre Points of Presence (PoPs) and Regional Smart Hub 70 Northern Corridor ICT Fibre Optic Cable and Data Centre
Facility and Data centre
21 Konza National Data Centre and Smart City Facilities 173 Northern Corridor ICT ICT Data Centre
22 Liquefied Natural Gas (LNG) Terminal, Demadjorg 2,800 Djibouti Corridor Transport Sea Port and Petroleum/Gas Pipeline
23 Djibouti to Ethiopia Pipeline (Horn of Africa Initiative) 1,550 Djibouti Corridor Energy Petroleum/Gas Pipeline
24 Djibouti City - Hol Hol - Ali Sabieh - Galile Highway (Horn of Africa Initiative) 129 Djibouti Corridor Transport Road
25 Balho One Stop Border Post 10 Djibouti Corridor Transport Border Post
26 Dikhil-Galafi Highway - Djibouti (Horn of Africa Initiative) 70 Djibouti Corridor Transport Road
27 Galafi One Stop Border Post 10 Djibouti Corridor Transport Border Post
28 Galile/Dewele One Stop Border Post 10 Djibouti Corridor Transport Border Post
29 Adama-Awash Expressway (Horn of Africa Initiative) 540 Djibouti Corridor Transport Road
30 Dima-Raad Highway 40 Djibouti Corridor Transport Road
31 Raad/Boma One Stop Border Post 10 Djibouti Corridor Transport Border Post
32 Raad-Boma-Kapoeta Highway 336 Djibouti Corridor Transport Road
33 Second Ethiopia – Djibouti 230kV Power Transmission Interconnector 100 Djibouti Corridor Energy Power Interconnector
34 Djibouti Africa Regional Express (DARE) 100 Djibouti Corridor ICT Fibre Optic Cable
35 Installation of 681 km Fibre Optic Cable 32 Djibouti Corridor ICT Fibre Optic Cable
36 Doraleh Terminal Extension Phase 2 600 Djibouti Corridor Transport Sea Port
37 Loyada One Stop Border Post 10 Djibouti Corridor Transport Border Post
38 South Sudan Internet Exchange Point (IXP) 3 Djibouti Corridor ICT Internet Exchange Point (IXP)
39 Djibouti – Juba Fibre Optic Link 30 Djibouti Corridor ICT Fibre Optic Link
40 Juba – Kampala Fibre Optic Link 19 Djibouti Corridor ICT Fibre Optic Link
41 Development of Deep-Water Berths at Osama Digna Port (Suakin) 500 Port Sudan Corridor Transport Sea Port
42 Al Damazin-Kurmuk Highway 40 Port Sudan Corridor Transport Road
43 El Mujlad-Abyei Highway 120 Port Sudan Corridor Transport Road
44 Wau-Gogrial-Abyei Highway 360 Port Sudan Corridor Transport Road
45 Metema - Galabat One Stop Border Post 3.5 Port Sudan Corridor Transport Border Post
46 Ethiopia-Sudan (500KV) Transmission Interconnector 514 Port Sudan Corridor Energy Power Interconnector
47 Assessment and Management of Bagara Transboundary Groundwater Aquifer 2.7 Port Sudan Corridor Water Water Aquifer Management
48 Lamu Port Phase 2: Berths 4 to 7 500 LAPSSET Corridor Transport Sea Port
49 Lamu – Garissa – Isiolo Highway (Horn of Africa Initiative) 700 LAPSSET Corridor Transport Road
50 Crude Oil Pipeline: Lamu to South Sudan 3,064 LAPSSET Corridor Energy Petroleum/Gas Pipeline
51 Isiolo-Lokichar Highway 402 LAPSSET Corridor Transport Road
52 Nadapal One Stop Border Post 10 LAPSSET Corridor Transport Border Post
53 Juba-Torit-Kapoeta-Nadapal Road 294 LAPSSET Corridor Transport Road
54 Modjo – Hawassa Expressway 420 LAPSSET Corridor Transport Road
55 Multiple 220kV Power Transmission Interconnectors to power the LAPSSET corridor 232 LAPSSET Corridor Energy Power Interconnector
56 Nadapal – Juba Fibre Optic Cable 62 LAPSSET Corridor ICT Fibre Optic Cable
57 Isiolo Inland Container Depot 100 LAPSSET Corridor Transport Inland Container Depot
58 LAPSSET Railway Detailed Design 4000 LAPSSET Corridor Transport Railway
59 Berbera Port Upgrade Phase 2 341 Berbera Corridor Transport Sea Port
60 Berbera – Hargeisa - Kalabaydh–Togachale Road (Horn of Africa Initiative) 35 Berbera Corridor Transport Road
61 Togachale OSBP 10 Berbera Corridor Transport Border Post
62 Jigjiga Dry Port 100 Berbera Corridor Transport Inland Container Depot
63 Berbera – Togochaale Fibre Optic Cable 10 Berbera Corridor ICT Fibre Optic Cable
64 EU Road Rehabilitation 23 Massawa Corridor Transport Road
65 Rehabilitation of road between Adigrat and Zalambessa 10 Massawa Corridor Transport Road
66 Zalambessa / Serha One Stop Border Post 10 Massawa Corridor Transport Border Post
67 OSBP infrastructure and upgrading of border road at Aligider 25 Massawa Corridor Transport Border Post
68 Rehabilitation of Massawa – Asmara – Aligider Narrow Gauge Railway line and 702 Massawa Corridor Transport Railway
upgrading of gauge
69 Upgrading of Kassala – Aligider – Berentu road 10 Massawa Corridor Transport Road
70 Sudan - Eritrea 66kv power interconnector (Eritrea Section) 8 Massawa Corridor Energy Power Interconnector
71 Construction of the Isiolo – Modogashe – Wajir – El Wak – Rhamu – Mandera 995 Mogadishu Corridor Transport Road
Highway (Horn of Africa Initiative)
72 Dawa River Multi-purpose Dam 604 Mogadishu Corridor Water Multi-purpose Reservoir
73 Ethiopia – Somalia Interconnector (500KV) (Horn of Africa Initiative) 1188 Mogadishu Corridor Energy Power Interconnector
74 Nairobi – Mogadishu Fibre Optic Link (Kenya Section) and Point of Presence (PoP) 34 Mogadishu Corridor ICT Fibre Optic Cable
75 Somalia Internet Exchange Point (IXP) 4 Mogadishu Corridor ICT Internet Exchange Point (IXP)
76 Construction of Liboi – Daadab/Hagadera - Garissa road (Horn of Africa Initiative) 278 Kismayo Corridor Transport Road
77 Garissa - Kismayo Fibre Optic Link (Kenya Section) 20 Kismayo Corridor ICT Fibre Optic Cable
78 Construction of Liboi OSBP 20 Kismayo Corridor Transport Border Post
79 Integrated African Air Transport Market Under Implementation of the Single African 8 Civil Aviation Transport Airport
Air Transport Market (SAATM) Programme
80 Development of Air traffic management in line with ICAO Global Aviation Plan 4 Civil Aviation Transport Airport
81 Isiolo International Airport 175 Civil Aviation Transport Airport
82 Entebbe International Airport Expansion Phase 1 70 Civil Aviation Transport Airport

83 Construction of Malakal International Airport 40 Civil Aviation Transport Airport
84 Wau Airport 40 Civil Aviation Transport Airport
85 Rumbek Airport 40 Civil Aviation Transport Airport
86 Pakuba Airport Upgrade to International Status 40 Civil Aviation Transport Airport
87 Construction of a new Addis Ababa Airport 4000 Civil Aviation Transport Airport
88 Djibouti Airport Expansion of the Terminal building facilities 100 Civil Aviation Transport Airport
89 Construction of Greenfield Terminal in JKIA 220 Civil Aviation Transport Airport
Table 3. 5:Infrastructure Development Programme: Medium -term Plan (2025-2030)

Project Value (in million USD) Corridor Sector Sub-Sector
1 Kisumu – Malaba (Phase 2C) SGR 1,230 Northern Corridor Transport Railway
2 Malaba – Kampala SGR 2,638 Northern Corridor Transport Railway
3 Construction of a New Bukasa Port Facilities 180 Northern Corridor Transport Inland Port & Waterway
4 Dire Dawa-Awash Expressway 1,000 Djibouti Corridor Transport Road
5 Musingo-Tsertenya – Ikotos - Torit Road 210 Djibouti Corridor Transport Road
6 Ethiopia – South Sudan Interconnector (400KV) 235 Djibouti Corridor Energy Power Interconnector
7 Ethiopia – South Sudan Interconnector (230KV) 100 Djibouti Corridor Energy Power Interconnector
8 Expansion of Djibouti Free Zone Phase 2 3,500 Djibouti Corridor Transport Port/Free Zone
9 South Sudan – Djibouti port crude oil pipeline 5000 Djibouti Corridor Energy Pipeline
10 Loyada – Borema – Hargeisa – Berbera Highway (Horn of Africa Initiative) 1096 Djibouti Corridor Transport Road
11 Hargeisa – Burao (Burco) Highway 310 Djibouti Corridor Transport Road
12 Port Sudan- Haya -Atbara-Khartoum SGR 1,400 Port Sudan Corridor Transport Railway
13 Weldiya-Gondar-Metema – Al Qadaref SGR 2,900 Port Sudan Corridor Transport Railway
14 Sudan-Ethiopia Petroleum Pipeline 300 Port Sudan Corridor Energy Petroleum/Gas Pipeline
15 Sudan-South Sudan Petroleum Pipeline 250 Port Sudan Corridor Energy Petroleum/Gas Pipeline
16 South Sudan/Sudan (Renk) One Stop Border Post 10 Port Sudan Corridor Transport Border Post
17 Juba-Bor-Malakal-Renk-Sudan Border Road 200 Port Sudan Corridor Transport Road
18 Kurmuk One Stop Border Post 10 Port Sudan Corridor Transport Border Post
19 Asosa-Kurmuk Highway 900 Port Sudan Corridor Transport Road
20 Improvement of port facilities (Juba, Bor, Malakal and Renk) on the White Nile 900 Port Sudan Corridor Transport Inland Port & Waterway
21 Improvement of port facilities at Kosti on the White Nile 150 Port Sudan Corridor Transport Inland Port & Waterway
22 Rehabilitation of facilities for ports on Sobat River 1804 Port Sudan Corridor Transport Inland Port & Waterway
23 Provision of Navigation Aids on the White Nile 200 Port Sudan Corridor Transport Inland Port & Waterway
24 El Showak-Kono-Sabarna- El Homara 1200 Port Sudan Corridor Transport Road
25 El Fasher – Kabkabiya – El Geneina-Adri 900 Port Sudan Corridor Transport Road
26 Nyala - Rihaid El Birdi – Om Dafuq 900 Port Sudan Corridor Transport Road
27 Khartoum – Juba fibre optic cable 25 Port Sudan Corridor ICT Fibre Optic Cable
28 Dredging of River Channel (Juba to Renk) and Rehabilitation of 11 ports and 102.5 Port Sudan Corridor Transport Inland Water Ways
Provision Navigation Aids
29 Product Oil Pipeline: Kenya to Ethiopia 885 LAPSSET Corridor Energy Petroleum/ Gas Pipeline
30 Nairobi to Isiolo SGR 1,500 LAPSSET Corridor Transport Railway
31 Crude Oil Pipeline: Jonglei to Nadapal 800 LAPSSET Corridor Energy Petroleum/ Gas Pipeline
32 Kenya – South Sudan Interconnector (220KV) 85 LAPSSET Corridor Energy Power Interconnector
33 Moyale Inland Container Depot 100 LAPSSET Corridor Transport Inland Container Depot
34 Lokichogio Inland Container Depot 100 LAPSSET Corridor Transport Inland Container Depot
35 High Grand Falls Multi-Purpose Dam 2,000 LAPSSET Corridor Water Multi-purpose Reservoir
36 Lamu Special Economic Zone 500 LAPSSET Corridor Transport Special Economic Zone
37 Transborder Submarine Fibre Points of Presence (PoPs) and Regional Smart Hub 70 LAPSSET Corridor ICT Fibre Optic Cable and Data
Facility and Data centre Centre
38 Construction of Moyale – Banisa – Rhamu road 330 LAPSSET Corridor Transport Road
39 Ethiopia – Somalia Interconnector (230KV) (Horn of Africa Initiative) 40 Berbera Corridor Energy Power Interconnector
40 Massawa Port Expansion Phase 1 100 Massawa Corridor Transport Sea Port
41 Eritrea – Sudan Interconnector (230KV) 140 Massawa Corridor Energy Power Interconnector
42 Eritrea – Ethiopia Interconnector (230KV) (Horn of Africa Initiative) 75 Massawa Corridor Energy Power Interconnector
43 Sudan-Eritrea Fibre-optic Link 10 Massawa Corridor ICT Fibre Optic Cable
44 Rehabilitation and upgrading of Assab Port 100 Assab Corridor Transport Sea Port
45 Construction of Bure – Assab Port road (Horn of Africa Initiative) 163 Assab Corridor Transport Road
46 Rehabilitation of the Mellondi – Manda – Bure – Assab Road 700 Assab Corridor Transport Road
47 Upgrading and rehabilitation of the Negele – Filtu – Siftu highway (Horn of Africa 393 Mogadishu Corridor Transport Road
Initiative)
48 Upgrading and rehabilitation of the Ginir – Gode - Ferfer highway (Horn of Africa 253 Mogadishu Corridor Transport Road
Initiative)
49 Rehabilitation of the Mogadishu – Afgooye – Baidoa – Dollow highway (Horn of 600 Mogadishu Corridor Transport Road
Africa Initiative)
50 Construction of Aware – Warder - Ferfer /Somalia border highway (Horn of Africa 764 Mogadishu Corridor Transport Road
Initiative)
51 Construction of Kebridahar – Warder – Turdibi /Galdogobi highway (Horn of Africa 148 Mogadishu Corridor Transport Road
Initiative)
52 Construction of Mogadishu – Beled weyne - Galkayo highway (Horn of Africa 796 Mogadishu Corridor Transport Road
Initiative)
53 Construction of Mogadishu -Jowhar - Beled weyne - Ferfer highway (Horn of Africa 338 Mogadishu Corridor Transport Road
Initiative)
54 Galkayo – Bossaso 700 Mogadishu Corridor Transport Road
55 Mogadishu-Baidoa-Mandera Road 270 Mogadishu Corridor Transport Road
56 Nairobi – Mogadishu Fibre Optic Link (Somalia Section) and Point of Presence 134 Mogadishu Corridor ICT Fibre Optic Cable
(PoP) at Mogadishu
57 Construction of Kismayo – Elwak road 681 Kismayu Corridor Transport Road
58 Construction of Kismayo-Bilis Qooqani – Liboi highway 327 Kismayu Corridor Transport Road
59 Garissa - Kismayo Fibre Optic Link (Somalia Section) and Point of Presence (PoP) in 25 Kismayu Corridor ICT Fibre Optic Cable
Kismayo
60 Entebbe International Airport Expansion Phase 3 161 Civil Aviation Transport Airport
61 Arua Airport Upgrade to International Status 15 Civil Aviation Transport Airport
62 Gulu Airport Upgrade to International Status 15 Civil Aviation Transport Airport
63 Hoima Airport Upgrade to International Status 100 Civil Aviation Transport Airport
64 Kasese Airport Upgrade to International Status 40 Civil Aviation Transport Airport
65 Lamu International Airport 190 Civil Aviation Transport Airport
66 Moi International Airport Upgrade Project 370 Civil Aviation Transport Airport
67 Construction of New Khartoum Airport 1200 Civil Aviation Transport Airport
68 Turkana International Airport 143 Civil Aviation Transport Airport
69 Upgrade and expansion of airport facilities in Dire Dawa, Semera, Mekele, Gondar, 500 Civil Aviation Transport Airport
Gambela
Table 3. 6:Infrastructure Development Programme: Long -term Plan (2031-2050)

Project Value (in million USD) Corridor Sector Sub-Sector
1 Tororo – Gulu SGR 1,900 Northern Corridor Transport Railway
2 Gulu –Nimule –Juba – Wau SGR 4700 Northern Corridor Transport Railway
3 Nairobi – Nakuru Expressway 1256 Northern Corridor Transport Road
4 Nakuru – Kisumu Expressway 1464 Northern Corridor Transport Road
5 Kisumu – Busia Expressway 968 Northern Corridor Transport Road
6 Nakuru – Eldoret – Malaba Expressway 2320 Northern Corridor Transport Road
7 Malaba – Kampala Expressway 1128 Northern Corridor Transport Road
8 Conversion of Mombasa – Nairobi SGR to double track + electrification 100 Northern Corridor Transport Railway
9 Kenya – Uganda upgrade on Uganda side to 400kV 520 Northern Corridor Energy Power Interconnector
10 Expansion of Mombasa Port 380 Northern Corridor Transport Sea Port
11 Asayta - Tadjourah Port SGR 1,300 Djibouti Corridor Transport Railway
12 Hara Gebeya - Asayta SGR 1,300 Djibouti Corridor Transport Railway
13 Addis Ababa - Jimma - Dima - Raad SGR 4,400 Djibouti Corridor Transport Railway
14 Raad-Boma-Kapoeta SGR 2,400 Djibouti Corridor Transport Railway
15 Upgrade Djibouti – Adama SGR to double track / double stack 2000 Djibouti Corridor Transport Railway
16 Djibouti - Somalia 230kV Power Transmission Interconnector 100 Djibouti Corridor Energy Power Interconnector
17 Haya-Kassala-Gedarif – Metema SGR 1,000 Port Sudan Corridor Transport Railway
18 Gedarif-Sennar-Kosti-Babanusa-Meram SGR 2,000 Port Sudan Corridor Transport Railway
19 Ad-Damazin - Kurmuk Railway SGR 750 Port Sudan Corridor Transport Railway
20 Juba-Bor-Malakal-Renk-Sudan Border Railway 4,800 Port Sudan Corridor Transport Railway
21 Ambo – Nekemte–Asosa–Kurmuk SGR 3,300 Port Sudan Corridor Transport Railway
22 Juba-Wau-Meram SGR 5200 Port Sudan Corridor Transport Railway
23 Khartoum – Kosti – Renk – Malakal – Juba high voltage power transmission
111.6 Port Sudan Corridor Energy Power Interconnector
interconnector
24 Lamu Port Phase 3: Remaining Berths 4,000 LAPSSET Corridor Transport Sea Port
25 Lamu to Isiolo SGR 1,500 LAPSSET Corridor Transport Railway
26 Isiolo to Moyale SGR 1,600 LAPSSET Corridor Transport Railway
27 Modjo-Awassa-Moyale SGR 6,400 LAPSSET Corridor Transport Railway
28 Isiolo to Nakodok/Nadapal SGR 3,900 LAPSSET Corridor Transport Railway
29 Nadapal-Kapoeta-Juba SGR 1,900 LAPSSET Corridor Transport Railway
30 2nd Kenya – Ethiopia 400kv Power Interconnection (Horn of Africa Initiative) 1115 LAPSSET Corridor Energy Power Interconnector
31 Berbera – Dire Dawa SGR 1,800 Berbera Corridor Transport Railways
32 Berbera – Burao (Burco) – Lascanood – Garowe 600 Berbera Corridor Transport Road
33 Misrak Gashamo -Bohotle – Quyale – Burao - Berbera 500 Berbera Corridor Transport Road
34 Massawa Port Expansion Phase 2 100 Massawa Corridor Transport Sea Port
35 Mekele – Massawa SGR 2,000 Massawa Corridor Transport Railway
36 Upgrade Capacity of Mogadishu Port 100 Mogadishu Corridor Transport Sea Port
37 Mandera OSBP 20 Mogadishu Corridor Transport Border Post
38 Ferfer OSBP 20 Mogadishu Corridor Transport Border Post
39 Kenya – Somalia power transmission line (Somalia section) (Horn of Africa
192 Mogadishu Corridor Energy Power Interconnector
Initiative)
40 Garissa – Wajir – Mandera 220KV power transmission line 192 Mogadishu Corridor Energy Power Interconnector
41 Upgrade Capacity of Kismayo Port 100 Kismayu Corridor Transport Sea Port
42 Expansion of other existing airports (Port Sudan, El Obeid, Nyala, Al Fasha
600 Civil Aviation Transport Airport
Dongola and Wadi Halfa)
3.3 Funding Requirements and Financing
Funding of infrastructure projects rests on who will pay for the resources employed to finance
such projects whether public, loans or private capital. Depending on the structuring of the
operation of the assets created, funding could be made through revenue streams received
from payments of the use of infrastructure either wholly or partly.
Public projects in areas such as ports, airports and tolled roads could be funded wholly
through revenues collected from the tariffs raised and partly for railways. Funding for private
sector financed and operated projects would be expected to be through the revenue streams
made from the operation of the projects.
Financing for transport infrastructure is available from many sources ranging from national
capital budget allocations, loans and grants. The private sector may also finance infrastructure
projects either directly or through PPP arrangements depending on the expected project
yields and risk profiles.
Conventionally, governments have financed projects with positive economic returns but
where the private sector has no appetite because of low commercial returns. The projects
that are financed by governments are eventually funded through a mixture of user charges
and public budgets. Most roads, railways, inland waterways and airports where traffic levels
are not high enough are funded by governments through own resources or through
borrowing.
In cases where the traffic levels are high and hence returns are high enough, financing may
be made through governments and the private sector while the revenue streams from user
charges will fund the repayments of the monies utilised. This is possible with busy ports,
airports and road segments with high traffic that the private sector may invest in directly or
through PPPs and levy users through port charges or tolls as appropriate.
3.4 ESIA, Climate Resilience and Safeguards
Transport may cause challenges to the environment including pollution and climate change
due to the construction of infrastructure and the energy used in powering the transport
equipment. The choice of modes between rail and road in terms of pollution is desirable as
rail emits less pollution on carbon-based fuels and could be electrified.
Transport also brings in challenges in safety especially on the road where injuries and
mortalities arise due to accidents. Issues of safety also occur in maritime transport and in civil
aviation and need to be addressed through at design and through effective oversight during
the operational phases.
It is therefore important that in the development of infrastructure, the ESIA’s, climate change
impacts and safety are taken into account during feasibility studies so that the negative
externalities can be mitigated.
3.5 Risks
The success of implementation of IRIMP projects may be encumbered by various risks that
may arise prior to, during or after their execution. The risks could be internal or external to
the projects. Internal risks may be related to faults or omissions made during the preparation
of technical designs, financial structuring and procurement of incompetent contractors for
construction and supervision.
These internal risks could be mitigated by ensuring that project studies and designs take into
account all the necessary areas of potential externalities including environmental and social
impacts, resettlements, compensation. Further, procurement of contractors for design,
construction and supervision need to be rigorously done with the necessary due diligence.
Finally, capacity building should be provided for client’s personnel that undertake
procurement and project administration coupled with elaborate quality control systems put
in place.
External risks arise due to various factors and are external to a specific project. Such risks
include country risks predominantly due to political, economic or financial states of countries.
External risks could be due country noncompliance with agreements or instruments adopted
at bilateral or multilateral levels which may include failure in meeting their regulatory
obligations such as the issuance of licences, permits and tax exemptions where provided for
in projects implementation.
External risks can be mitigated by countries ensuring peace through preservation of law and
order, honouring of regulatory obligations and compliance with commitments made at
bilateral and multilateral levels which enhance predictability in business climate.
Chapter Four:
Action Plan
Chapter Four: Action Plan
4.1 Action Plan Projects
The detailed IRIMP Action Plan which comprises projects selected according to the
prioritisation criteria is presented below. Each of listed projects is profiled in the project fiche.
Table 4. 1:IRIMP Action Plan Projects
Project Sector Sub-Sector Cost Corridor Country(ies)
(US$ M)
1 Juba – Nimule Road Transport Road 73 Northern South Sudan
Rehabilitation
2 Kampala – Jinja Expressway Transport Road 1,000 Northern Uganda
3 Kisumu – Malaba SGR (Phase 2C) Transport Railway 1,230 Northern Kenya
4 Malaba – Kampala SGR Transport Railway 2,638 Northern Uganda
5 Djibouti City – Hol Hol – Ali Transport Road 129 Djibouti Djibouti
Sabieh – Galile Highway
6 Raad – Boma – Kapoeta Road Transport Road 336 Djibouti South Sudan
7 El Mujlad – Abyei Highway Transport Road 120 Port Sudan Sudan
Upgrade
8 Wau – Gorgrial – Abyei Highway Transport Road 360 Port Sudan South Sudan
Upgrade
9 LAPSSET Port Phase 2 Transport Port 1,760 LAPSSET Kenya
10 Isiolo – Lokichar Highway Transport Road 402 LAPSSET Kenya
11 Juba – Torit – Kapoeta – Nadapal Transport Road 294 LAPSSET South Sudan
Road Upgrade
12 Togochaale Border Post and Road Transport Road / Border 50 Berbera Somalia
Upgrade Post
13 Single African Air Transport Transport Civil Aviation 8 N/A All
Market
4.2 Implementation Plan
An IRIMP Implementation Plan was prepared proposing the coordination mechanisms

including resource mobilisation and institutional arrangements. The following are key
assumptions are made on the implementation of the IRIMP:
i. The physical infrastructure projects in the IRIMP will be implemented by member
states;
ii. Coordination will be at the corridor level by a Corridor Management Institution
(CMI); and
iii. The IGAD Secretariat will provide oversight, advocacy and act as a facilitator for
discussions with donors, IFIs and multilateral institutions including other RECs, AU
and building consensus among member states
Table 4.2 below contains the proposed IRIMP Implementation Plan.

Table 4. 2:IRIMP Implementation Plan
FOCUS AREA ACTION ACTIVITIES RESPONSIBLE TIME FRAMES

PARTIES
Coordination of Establishment of a • Coordinating member states IGAD Secretariat Within Six months
Implementation of the Project in the development of of IRIMP
IRIMP through a unified Coordination Unit transboundary projects endorsement
platform at IGAD and (PCU) based at the
country levels IGAD Secretariat. • Convening meetings,
workshops and organising
PCU to consist of a other events;
Programme
Coordinator and 4 • Conducting awareness and
sectoral experts sensitisation on project
(Transport, ICT, issues and procedures
Energy and Water) (Public and Private sector)
– with support staff • Preparing work plans and
and office space.
working documents and
maintenance of projects
databases;
• Coordination of the
mobilisation of resources for
implementation of projects.
• Promotion/ coordination of
establishment and operation
of Corridor Management
Institutions (CMIs)
• Enhancing awareness and

sensitisation of IGAD’s
programmes
Institutional set up for Establishment of a • Reviewing / aligning national Member States Within Six months
management of National Multi- IRIMP projects and national of IRIMP
programmes/projects in Sectoral development plans endorsement
Member States Coordination
Committee • Sectoral Coordination
comprising all Committees to review and
sectors (Transport, update project budget and
ICT, Energy, Water) funding information
• Enhancing awareness and

sensitisation of IGAD’s
programmes
Establishment of • Steering the implementation Member States (Six Months)

Sectoral Steering of the IRIMP
Committees of
Senior Officials. • Providing regular reports on
programme/project
implementation progress
• Maintenance of national
project databases
• Link to IRIMP PCU M&E

systems
Establishment of • Reviewing Terms of IGAD Secretariat Continuous

Technical Task Reference for studies
Teams/Working
Groups • Handling specific
programmes/projects
requirements
Harmonisation of national Addressing areas • Identify key areas where IGAD (Initiate review /
policies, regulations and where policy and policy and regulatory Secretariat gap analysis within
procedures on cross regulatory instruments; and technical 3 months of setting
border and transit trade instruments; and standards and procedures up of National
among member states to technical standards need to be harmonised in Multi-Sectoral
enable the development of and procedures the IGAD region; Coordination
transboundary projects need to be Committee -
harmonised in the • Prepare Model policy, complete within 12
IGAD region legislative and regulatory months after the
instruments for adoption by review / gap
Member State; analysis)
• Coordinate the states in
concluding Multilateral
Agreements where
necessary;
• Undertake corridor
diagnostics of trade
facilitation constraints and
develop reform action plans
for the corridors drawing
lessons on international best
practices in trade
facilitation; and
• Creation of awareness in the

private sector in the
members states.
Resource mobilisation for Develop a database • Prepare IRIMP project IGAD Secretariat Continuous
projects preparation and of potential sources inventory on the basis of
implementation of funding for potential sources of
categories of funding projects.
projects and • Undertake research
document their mobilisation through
requirements for structured fora such as
access to funds Infrastructure Investment
Forum, missions to
development partners and
cooperating partners
• Promote projects for
attraction of interest by
private sector including

potential PPP off-takers
Capacity Building for Development of • Identification of capacity IGAD Secretariat Continuous

Projects Implementation capacity building at gaps at human and
national and IGAD institutional levels
Secretariat
• Identification of training
instruments and
institutions
• Develop the training

curriculum and materials
(including online) for the
stakeholders.
• Enhance communication
with all relevant
stakeholders
4.3 Prioritised projects and PIDA 2 Alignment
The prioritised transport projects have been uploaded in an IGAD portal which has been
developed in line with the AID Database structure in the same format as PIDA.
During the preparation of the PIDA/PAP2, IGAD submitted some of the priority projects. In
transport sector, most of the projects submitted by IGAD were shortlisted for consideration
by the PIDA Steering Committee.
4.4 Enabling Environment, Institutional Arrangements and Capacity Development
The enabling environment for the development of transport infrastructure and provision of
services across along transboundary corridors is sine qua non in a regional environment. Such
environment requires regional harmonisation of policy and regulatory regimes with clear
facilitation instruments that are developed and adopted by relevant players across the region.
There is also need for common standards to enhance cross-border rail networks
interoperability, road vehicles dimensions and axle load limits and the application of
international regulations and standards in with regard to safety and environmental pollution
in maritime transport and civil aviation.
The adoption of similar institutional frameworks and structures across the region is also
beneficial in order to enhance the development of common standards, knowledge exchange
and secondment of experts for training and experience sharing.
Finally, capacity building handled at regional level would be highly beneficial as countries
reduce duplication of learning facilities by making use of existing training institutions that
have built their capacities over time. The sharing of training institutions would also stimulate
the development of Centres of Excellence which would specialise in specific areas and provide
training on a regional basis.
4.5 Key Success Factors and KPIs
The transport sector has many factors in its favour to facilitate the development of physical
infrastructure and provision of services expected to deliver for the IGAD region. The following
are some of the main success factors:
• IGAD Member countries share common platforms to discuss transport in IGAD and
other institutions such as COMESA, AFCAC, AU, IMO and ICAO;
• The road subsector has dedicated institutions dealing with road development and
maintenance sharing common instruments under the SSATP and existing regional
associations;
• The IGAD ports are members of the Port Management Association for Eastern and
Southern Africa (PMAESA) and exchange data in the ports industry;
• There is increased interest in the port sector for development through PPPs as in the
cases of Djibouti; Berbera and Mogadishu;
• The IGAD railway operators are members of the Union of African Railways that shares
information on railways;
• The aviation subsector has received increased attention from the RECs through their
own air transport liberalisation programmes and the AU through SAATM; and
• The funding of transport infrastructure in the IGAD region is given high priority by the
African Development Bank, World Bank and various development partners
Regarding KPIs, the performance of the various subsectors can be assessed through standard
indicators already established international auspices especially in ports, railways and civil
aviation. The corridors also have specific KPIs with respect to modal and intermodal
performance and the impact of transport projects can be measured using them.
Finally, in terms of KPIs for project development and implementation, the IGAD region can
develop KPIs on the same lines that PIDA/PAP has applied in its dashboard that is contained
in its PIDA portal.
4.6 The IRIMP Implementation Strategy
The physical infrastructure projects that comprise the IRIMP will be implemented by member
states, coordinated at the corridor level by a Corridor Management Institution (CMI), with the
IGAD Secretariat providing oversight and advocacy.
Coordination will be essential in interactions with IFIs and multilateral institutions including
other cooperating partners and donors. Coordination will also be necessary in building
consensus among member states and also with other RECs and the African Union.
Role of IGAD Secretariat
As indicated above, the role of the IGAD Secretariat in implementing physical infrastructure
projects will be one of advocacy, for example promoting the Action Plan at investor forums,
commissioning feasibility studies to demonstrate bankability, ensuring projects appear in
continental level plans such as PIDA etc., and consensus building to ensure that the goals and
priorities of member states are aligned. In the immediate future, until CMIs are established
for corridors (except Norther Corridor which has already established NCTTCA), the IGAD
Secretariat will also play the coordination role.
IGAD has an important role to play in the harmonisation of policies and regulations to create
a conducive enabling environment for investment in each of the four sectors, and removal of
non-tariff barriers to trade.
Given the high degree of overlap between IGAD and other RECs in relation to the corridors, it
is recommended that, where possible, the IGAD Secretariat adopts successful policies,
strategies and systems already operational in other RECs, and that regulations, customs
procedures and systems are also harmonised with other RECs. This will accelerate IGADs
integration into the Tripartite Agreement and wider Africa Continental Free Trade Area. A
good example of this is the adoption of the COMESA Virtual Trade Facilitation System (CVTFS)
for use on all IGAD corridors.
Similarly, for corridors that overlap with more than one REC, it may make sense for a REC
other than IGAD to play the primary oversight role and for IGAD to take an observer status –
this is particularly the case for corridors that traverse member states outside of IGAD (i.e. the
Northern Corridor). However, even where IGAD is not the primary REC, the Secretariat may
still play an advocacy role, in particular for specific projects implemented in IGAD member
states (e.g. the Nimule-Juba road).
Role of Corridor Management Institutions (CMIs)
As discussed in Chapter 1 (Section 1.3), the development of successful Economic

Development Corridors (EDCs) has most often been driven by a CMI, which is mandated to
coordinate investment along the corridor on behalf of national governments (examples
include the Maputo Development Corridor and Walvis Bay Corridor). CMIs are established by
a multilateral treaty signed by countries that comprise the corridor, which sets out the
agreement for the roles and responsibilities of the CMI.
The Northern Corridor Transit and Transport Agreement (NCTTA), for example, has defined
11 Protocols on strategic areas for regional cooperation relating to: Maritime Port Facilities;
Routes and Facilities; Customs Controls and Operations; Documentation and Procedures;
Transport of Goods by Rail; Transport of Goods by Road; Inland Waterways Transport of
Goods; Transport by Pipeline; Multimodal Transport of Goods; Handling of Dangerous Goods
and Measures of Facilitation for Transit Agencies; Traders and Employees.
Once established, CMIs will be responsible coordinating all investment, operation and
maintenance decisions for physical infrastructure projects relating to the corridor, as well as
economic infrastructure investments including logistics, SEZs, natural resources etc. and
removal of barriers to trade including road blocks, inefficient border controls, weighbridges
etc. The CMI will adopt the recommendations of the IGAD Secretariat on harmonisation of
policies and regulations to ensure harmonisation across all corridors in the region, and
ultimately the Tripartite Agreement area.
To ensure that the CMI represents the interests of all member states, and is not acting
separately to nationally determined development objectives, the most senior organ will be
the Council of Ministers, with each relevant ministry from every member state represented,
which will be responsible for all decisions of the CMI. Below the Council of Ministers sits the
Executive Committee comprised of Permanent Secretaries of the same ministries, and below
the Executive Committee are working groups or committees responsible for making
recommendations on CMI activities to the Executive Committee.
The executing organ of the CMI will be a Permanent Secretariat of staff employed by the CMI
and based permanently in a single location (often this is the port city of the corridor) who are
responsible for implementing all decisions and activities determined by the Executive
Committee and approved by the Council of Ministers. It is recommended that the Permanent
Secretariat has a unit responsible for monitoring and evaluation of the CMIs activities, as well
as collecting regular data on corridor performance, and a unit responsible for providing
assistance and support to member states in implementing projects.
The CMI may be funded from three sources: charges levied on users of corridor infrastructure;
contribution from member states; and possible contributions from donors. It is envisaged
that, over time, resources from member states will become increasingly pooled and that the
Project Support Unit will plan an increasingly active role in the implementation of physical
infrastructure projects. In the short and medium-term, however, member states will be
responsible for implementing projects, coordinated by the CMI. In a shorter timeframe, the
CMI could take on the responsibility for maintenance of corridor infrastructure, assuming all
user charges are pooled and made available to the CMI.
Roles of Member States
While decisions regarding which projects to implement (prioritisation and sequencing,

identification of new projects) should be the remit of the CMI, once established, project
implementation will remain in the jurisdiction of the individual member states, who will also
be responsible for organising funding or concluding financing arrangements for the projects
as appropriate.
The IRIMP projects will be implemented by the national agencies, for example Roads
Authorities, Ports Authorities, Electricity Transmission Companies etc., with the Project
Support Unit of the CMI playing a coordination role, particularly for trans-border projects
involving two or more member states across the region.

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IGAD REGIONAL INFRASTRUCTURE MASTER PLAN

Final IRIMP Report – Transport Sector Report

Foreword by Executive Secretary of IGAD

There is an urgent need to scale up regional infrastructure development to accelerate regional

H.E. Dr. Workneh Gebeyehu

Table 3. 2: Result Areas, Strategic Objectives ............................................................................................... 11

Table 3. 4:Infrastructure Development Programme: Short-term Plan (2020-2024) .................................... 13

Table 3. 5:Infrastructure Development Programme: Medium-term Plan (2025-2030) ............................... 17

Table 3. 6:Infrastructure Development Programme: Long-term Plan (2031-2050) ..................................... 20

Table 4. 1:IRIMP Action Plan Projects……………………………………………………………………………………………………….22

Table 4. 2:IRIMP Implementation Plan ......................................................................................................... 22

PPP Public Private Partnership

IRIMP Transport Sector

Table ES 1. 2: IRIMP Implementation Plan

Enhancing awareness and

Establishment of Steering the implementation of the Member States (Six Months)

Maintenance of national project

Link to IRIMP PCU M&E systems

Establishment of Reviewing Terms of Reference for IGAD Secretariat Continuous

Teams/Working Handling specific

Creation of awareness in the private

Develop the training curriculum and

Enhance communication with all

National and regional fora established

Monitoring the progress of developed

Chapter 1: Introduction to the IRIMP

i. Develop a strategic framework for infrastructure development and investment in the

1.2 IRIMP Strategic Framework

• Short term: 2020-2024

Figure 1:Potential IGAD Economic Corridors

The contribution of the transport sector to development of the respective economic

Chapter 2: Transport Sector Strategic Context and Situational Analysis

2.1 Sector Development Drivers

• The primary focus is on the provision of quality and sustainable transport

2.2 Current Projections and Trends

Table 2. 1: Transport Sector Challenges

2.4 Demand and Supply Analysis

2.5 Gap Analysis/Assessment

2.6 Intervention Priorities

In order to implement the IRIMP projects successfully, interventions will be necessary at

(i) Development of harmonised policy and regulatory framework;

Chapter Three: Strategic Framework

3.1 Sector Vision and Strategy

Missing links will be completed on Mogadishu,

Table 3. 2: Result Areas, Strategic Objectives

To develop harmonised policies, regulations and institutional

Road To enhance capacity in human and capital, institutions in the

3.2 Infrastructure Implementation Programme

Table 3. 4:Infrastructure Development Programme: Short-term Plan (2020-2024)

82 Entebbe International Airport Expansion Phase 1 70 Civil Aviation Transport Airport

Table 3. 5:Infrastructure Development Programme: Medium -term Plan (2025-2030)

Table 3. 6:Infrastructure Development Programme: Long -term Plan (2031-2050)

3.3 Funding Requirements and Financing

3.4 ESIA, Climate Resilience and Safeguards

Chapter Four: Action Plan

4.1 Action Plan Projects

4.2 Implementation Plan

An IRIMP Implementation Plan was prepared proposing the coordination mechanisms

Table 4.2 below contains the proposed IRIMP Implementation Plan.