The western Usambara Hills were characterised by precipitous cliffs and deep gorges. The provision of a rail link between Mkumbara and Neu Hornow was not considered practical.
A 9 km long ropeway was constructed, under the ownership of “the firm of Wilkens and Wiese, and designed to carry cedar from the Shume plateau to the railway, an enterprise that was never an economic success. The longest span of the ropeway, 907 metres, was said to be the longest in the world when it was built in the years 1910-1911.” [1: p75] Wood was transported via the Goatal/Ngoha Valley in the Schumewald/Shume Forest. [2]
The ropeway was constructed by Adolf Bleichert & Co. a German company primarily active in cableway construction . It was founded in 1876 by Adolf Bleichert and was headquartered in Leipzig – Gohlis from 1881. [2] More information about Adolf Bleichert & Co. can be found here. [3]
What follows here is a translation of a German language text with the associated images. [4]
Wilkens & Wiese were aware, when negotiating with the German authorities for a concession to harvest timber saplings in the western Usambara hills and particularly the Schumewald forest, of the difficulty of connecting the steep high plateau with the railway in the plain. A railway or road would have been completely out of the question due to the sharp, steep, and heavily forested slopes of the hills. The only option available to them was a cableway to connect the high plateau with the then-planned station of Mkumbara on the Usambara Railway. In anticipation of the expected difficulties, the cableway was ordered from Adolf Bleichert & Co. in Leipzig-Gohlis andwork commenced in the spring of 1910. The location of the cable car and the timber concession of Wilkins & Wiese are shown below: [4: p17]
Site plan of the enterprises of the plantation company Wilkins and Wiese in Vestusambara. [4: p17]
The undertaking faced enormous difficulties due to the steep mountain slope. Furthermore, the rock was crumbly and easily weathered, so landslides often disrupted the work. A shortage of workers, the construction of new roads to transport building materials, and last but not least, Sandfly and Mosquitoes tormented workers and hindered completion throughout. Only through sheer energy and great sacrifice was it possible to complete the work. [4: p17-18]
By 1911, the system shown below was fully operational and transported sawn timber, beams, and logs from the sawmill located on the high plateau at 2000 m above sea level to the Mkumbara railway station on a regular schedule. Its horizontal length is 9.0 km, with a height difference of 1435m between the terminal stations. The greatest difference in elevation of the cableway is 1523 m, as shown in the longitudinal profile below. Due to the extremely unfavourable conditions, the line had to be divided into three sections, the uppermost of which first has to overcome a climb of about 90 metres. Therefore, a traction system had to be provided for all eventualities, which would assist if the gradient became too heavily congested with wagons. The cableway’s capacity was designed for ten tons per hour downhill and one tonne per hour uphill. [4: p18]
A longitudinal profile of the Mkumbara tto Neu Horow Cableway. [4: p18]
The line began at the loading station near the Neu-Hornow Sawmill at an altitude of approximately 2000 m above sea level. At about 1.2 km from the sawmill, it crosses the edge of the plateau. It then descends quite steeply to an altitude of 1290 m, where it turned through a 45° angle. From here, the cableway had to be routed to a breakpoint, where it turned once again seeking suitable locations for the support towers. The line then continued with two spans of more than 300 metres each to another breakpoint, the junction station at an altitude of 770 metres. Then the cableway heads for Mkumbara, crossing the uniquely beautiful Ngoha Valley with a free span of 100 metres. Prior to reaching the bottom station at an altitude of 68 metres, the railway has a tensioning and anchoring station at 660 metres and a double tensioning station at 170 metres. The journey of a load takes about one hour.
The Neu-Hornow sawmill has several standard frame saws on which logs can be cut into beams and processed into lumber. The loading station, shown below, is equipped with fixed hanging rails. In addition to the necessary guide rails for operation, it also has a storage area for empty hangers.
The cableway loading station at the sawmill. [4: p19]
The points at which hangers attach and detach from the cable/rope are visible on the right of the drawing. These points allow the incoming cars to detach automatically from the haul rope, while the outgoing cars automatically reconnect to the haul rope. Patented Bleichert apparatus is used as the attaching device. [4: p19]
The end guide pulley was equipped with two hand brakes, each with a disc diameter of approximately 2 metres, capable of braking 50 horsepower, with one serving as a safety brake. The brakes were only applied when the train was stationary. During operation, an automatic brake regulator controlled the train speed. This regulator (a hydraulic brake), along with the cableway’s drive system, was housed in a separate engine room next to the loading station. There was a 1.6 m³ reservoir on the roof of the loading station and two concrete tanks in front of the engine house, in which water supplies for the summer were collected. [4: p19]
The cableway needed both effective braking and a good quality drive system. Sometimes heavy loads had to climb the first length from the loading station without sufficient weight on the longer descent to balance the load. A higher capacity engine was required so that the cableway would also be used to generate electricity to power the sawmill. so a 50 PS electric motor was installed and performed well. [4: p19-20]
The hydraulic regulator consisted mainly of a capsule structure with a relieved throttle valve, which was driven by a belt from the cableway countershaft. The mechanism drew water from a reservoir and pushed it back into the box through slots of the regulating slide. The regulating slide is fully actuated by a centrifugal force governor, which may also be driven by the drive shaft of the track via a belt. As soon as the revolutions per minute of the countershaft begin to increase, the centrifugal force governor moves the regulating slide into action. [4: p20]
A General view of the Neu-Hornow sawmill. On the left in the foreground is the first support pillar of the cableway; in the middle is the loading station with the building for the drive and brake regulator. To the right of that is the sawmill with a grey timber drying shed. [4: p20]
The frame saw is driven by a Lanz Lokomobile/traction engine. (A Lokomobile was a portable, self-propelled, or towable steam-powered (or sometimes internal combustion) engine used historically to provide power to machinery like threshing machines or sawmills. Mounted on wheels or skids, these versatile, mobile power units were commonly used in agriculture and industry, frequently featuring a steam boiler and a single-cylinder engine.) [5]
Given the extremely difficult road conditions on the mountain, the firm Wilkins & Wiese undoubtedly acted uneconomically in choosing a locomobile as the drive system, because it was foreseeable that it would cause enormous difficulties to transport this large and heavy 10 hp machine up the mountain, and that the profit from saving on assembly costs compared to a stationary engine and boiler system to be transported disassembled would be far outweighed by the extraordinarily high transport costs of the fully assembled locomobile. [4: p21]
The locomobile/traction engine had to be transported 60 km from Mombo, the then terminus of the Usambara Railway, via Wilhelmsthal to Neu-Hornow. Two to three Europeans and 100 labourers worked continuously on the transportation of the traction engine for about seven months. The boiler was mounted on a railway wagon frame, which was then moved forward on a track. The track was then removed behind the wagon and reattached at the front. Depending on the difficulty of the route, distances of 100 to 1000 metres were covered daily.
This image shows the lengths that Wilkins & Weise had to go to, in order to get the locomobile/traction engine into position at Neu Hornow. [4: p21]
This required building roads and bridges, widening and reinforcing existing paths, and blasting rocks. Often the machine hovered over the abyss, in danger of plunging down and destroying months of expensive work. Using animals for transport was impossible because the tsetse fly was native to this area. Since the traction engine also had to provide the power for the initial commissioning of the cableway, the transport of the locomobile to Neu Hornow was a major contributor to delays in commissioning the cableway. [4: p21]
A glimpse into the loading station of the cableway at Neu Hornow. The station, except for the roof, was constructed entirely of iron to protect it from termites. The coupling points for Bleichert’s automatic clamping device, the “Automat,” are clearly visible at the front. This device was operated by the weight of the sling and the load. At the coupling points, the weights were supported during entry and exit by laterally arranged auxiliary rails, on which they ran with small rollers. Depending on whether the coupling rails rise or fall, the weight of the vehicles was raised or lowered, thus opening or closing the clamp. The haul rope was guided in such a way that it was gripped by the smooth coupling mechanism with a sling swivel. The process of coupling and uncoupling is therefore relatively simple: incoming cars require no operation at all, outgoing cars were pushed out of the station by hand and coupled themselves automatically to the haul rope. The coupling and uncoupling process was absolutely safe, and lifting the car’s weight by the auxiliary rails posed no risk of derailment, as the coupling rollers were only lifted by a very small amount and were also guided laterally, while the running gear did not lift off the track. [4: p22]
From the loading station, the track gradually ascended to its highest point. The log wagons, illustrated in the image below, which transported logs up to 14 m long and weighing up to 1000 kg, consisted of two carriages connected by the haulage rope. To increase the clamping force of the lead-weighted coupling mechanism on these steep inclines, stops were provided to the right and left of the suspension of the carriage, against which the suspension bracket was applied to inclines. Under the influence of a load, it acts like a lever on the pull piece of the clamp, thereby achieving a correspondingly increased clamping force, which ceases immediately when the incline decreases, so that the positive characteristics of the automatic coupling device reappear. Among these, the great protection afforded to the haul rope is particularly noteworthy, as the clamping force was not greater than absolutely necessary. The slings were designed with a lightweight construction, yet possessed the required stability during idling and when entering stations due to the use of a counterweight. [4: p22-23]
Timber-wagons on the cableway. [4: p23]
Platform wagons were used for transporting sawn timber down the valley and for transporting various goods up the mountain. These wagons were also used for passenger transport. [4: p23]
The highest point of the line was at 2011 m above sea level, 1591.2 m above the survey base, was reached 1.2 km from Neu-Hornow, 1523 m above the unloading station. To obtain the most favorable line alignment, a simple cut had to be made at the crossing over the edge of the plateau (shown in the image below). This presented no difficulties due to the firm clay layer, but in light of the heavy tropical downpours, special safety measures for the support foundations were required. For this purpose, the line was laid at an angle and equipped with a lateral drainage ditch. Sloping ditches were also dug in front of the supports to divert the water. The slope of the ground followed the profile of the cableway and accordingly had a gradient of 1:2. [4: p24]
The summit of the line seen approaching from the loading station at Neu Hornow. [4: p24]
Ahead down the line was a gorge-like valley which the cableway panned on its way to the first ‘angle-station’, making use of a 30 metre high support stanchion.
The first angle-station (winkelstation) son the side of a promontory of rock above the gorge mentioned in the last paragraph. In order to accommodate the ‘winkelstation’, excavation was necessary at the top of the promontory. This cause difficulties as the ground proved friable and the easily crumbling and weathering rock fractured in two directions. Repeated collapses significantly delayed the completion of the cableway. Stability was finally achieved by building a significant retaining wall and by concreting the rock fissures. [4: p24-25]
This photograph was taken during construction of the first ‘winkelstation’. the cableway flanked the side of the promontory. ‘The ‘winkelstation’ is under construction to the right of this image. [4: p25]
The ‘winkelstation’ sat immediately above/behind the retaining wall and required some excavation of the rock to create a plateau. A sketch diagram appears below:
Winkelststaion No. 1. The cables of the first length line were tensioned by weights: the fully loaded cable, with 1 ton, the slack cable with 13 tons. The tension weights consisted of iron frames filled with concrete cubes. The cables of second length of the cableway were anchored in the winkelstation. The haul rope of the first line passed over the second line and was guided by deflection and guide rollers in the station. The station does not operate automatically. Automatic operation was omitted to keep costs as low as possible. Accordingly, each rope section had a coupling and attachment cleat, these operated in the same manner as at the loading station. A photograph pf this winkelstation appears below. [4: p26]A photograph of Winkelstation No. 1. [4: p27]
Beyond Winkelstation No. 1, the railway crosses a short rocky ridge, then continues supported in the middle of two spans of approximately 300 metres each, across several hundred metres of steep gullies to the Willkelstation No. 2, located on the side of another rocky ridge and accessible only via difficult paths. Given the exceptionally unfavorable terrain, the central support between winkelstations I and II had to be maintained at a height of approximately 33 metres.
The section between the two Winkelstations is of particular interest because at the time of construction it was the steepest continuously operating cableway in the world. The location is shown in the image immediately below. Here, the gradient was 41° = 1 in 1.15 or 86 %). However, such inclined lifts with shuttle operation are not uncommon. The Bleichert company stated that this gradient was only surpassed by a few cable cars in the canton of Salzburg and the Wetterhorn lift near Grindelwald. The steepest gradient at the Wetterhorn lift, reaching up to 200%, corresponding to approximately 87°!
The steepest section of the cableway, shortly below Willkelstation No. 1 [4: p28]
Even funicular railways lag behind the Neu-Hornow cableway. The maximum gradient on a funicular railway is 70% on the Virgelbahn near Bolzano, which operates with a reciprocal carriage system. The photograph below shows just how steep this section of the cableway is.
Over the longer spans, the haul rope had to be guided as far away as possible from the track rope to prevent entanglement in the track rope. Based on these considerations, a support design generally emerged that deviated from the normal design due to the large distance between the haul rope guide and the support shoe.
The steepest section of the cableway: 8 metre-long cedar beams are being transported down the gradient. Despite the gradient, the Bleichert coupling mechanism “Automat” holds the haul rope securely. Therefore, no safety or multi-coupling devices are required. [4: p29]The abnormal stanchion at the bottom of the steepest section of the cableway. [4: p30]
In Winkelstation No. 2 (shown diagrammatically below), the track cables of the second section are tensioned by counterweights. To gain the necessary space for the counterweights, a pit had to be blasted. The haul rope from Neu-Hornow terminates at this station. However, it is inextricably linked to the haul rope for the final section to Mkumbara, so that the speed of both ropes is the same.
Winkelstation No. 2. [4: p30]
Handbrake operation for the further descent did not seem reliable enough. It was much more practical to also apply the brake regulator installed in Neu-Hornow to the last section of the cableway. Furthermore, for this last section, with its relatively gentle gradient compared to the higher sections, there was a risk that the haul rope would stop if there was a large uphill load and a poorly occupied downhill section. Therefore, at Winkelstation No. 2, the traction cable of the upper two sections is guided around a pulley on the end guide shaft of the lower traction cable run, thus achieving the necessary positive connection. The traction cable of the upper section then passes over an end guide pulley mounted in a tensioning frame and is tensioned by tightening the tensioning lever due to weight distribution. In this station as well, the wagons are manually guided onto the following sections for the reason already mentioned. Winkelstation No. 2 is shown in the photograph immediately below. The coupling points are visible at the entry and exit points. To find space and support points for the installation, costly blasting and foundation work was also necessary here. [4: p28-29]
Winkelstation No. 2 [4: p31]This photograph shows, dramatically, the length between Winkelstation No. 2 and Winkelstation No. 1 in the far distance. The longest span between support stanchions on the cableway was 900 metres which was the length closest to Winkelstation No. 2. It appears to good effect in this image! [4: p32]
As far as the terrain allowed, naturally existing support points were utilized. For example, just below Willkelstation No. 2, a support could be erected just before the drop into the Ngoha valley; however, beyond this point, no support was possible before the opposite valley edge, which was 210 m lower and 100 m away.
This photograph looks down the line of the cableway to Mkumbara in the valley bottom. In the foreground, the first and second 300-meter spans between suspension stations I and II are visible. On the left side of the image, the Winkel station II with its white roofs can be seen. From here, the large span across the Ngoha Valley begins, behind which the first tensioning and anchoring station for section III is located. The line then descends further to the plain, intersecting the banks of the hills in front of the Usambara massif twice more, between which the second suspension station, Pangalliebeno, is located on the northern slope. [4: p33]
The railway descends from the first suspension station shown in the above photograph at a gradient of 1 in 3. Cuts had to be made in the affected ridges, the first of which, at support No. 59 (shown below), was particularly troublesome. Supports had to be spaced 10 m apart, and an allowance had to be made for very unstable ground where the substrata was highly fissured and where rockfalls were frequent. Due to the continued disruption, more than 6000 cubic metres of rock had to be moved,
Planed timber planks being carried past the site of the landslide shortly before dropping down the cableway onto the plain. This image gives a good idea of the terrain that the cableway travelled over/through. [4: p34]The supports/stanchions, as the pictures show, are largely identical. This gave the advantage for the cableway that the individual elements could be interchanged as required. [4: p34]
About 100 metres before the lower terminal station there was a double tensioning station where the suspension cables leading to the lower station were tensioned because the lower terminal station did not offer enough space for the weights. It was necessary to create pits for the tensioning weights. [4:p31]
From the tensioning station the cableway crossed level ground to reach the terminus in Mkumbara. [4: p32]
The terminal station (shown in plan and section below) was angled, due to the direction of the connecting track to the Usambara railway. The ground below the station was piled shaped to create a loading ramp from which the logs could be easily rolled into the railway wagons on the metre-gauge siding. The unloading of the cableway was carried out in the same way as the loading, using a mobile ‘table’ that was moved under the arriving logs and raised by a simple winch. The sling chains were then released. The table was then tilted towards the ramp, whereupon the logs rolled off in the desired direction. Sawn timber was unloaded by hand. To prevent any delays in railway operations, a siding was provided alongside the main line. [4: p32-33]
The lower terminal station of the cableway at Mkumbara. [4: p35]
Perhaps of interest is the fact that permission to operate the railway telephone was granted only after great difficulties and subject to revocation, because telephone lines longer than 500 m, even if they ran entirely on the owner’s land, were within the protected area of the Tanganyika postal monopoly. [4: p33]
All the railway structures were made of iron to protect against termites, and the telephone poles were made of Mannesmann tubing. [6] This increased the construction costs. Freight costs for shipping and rail transport were within the normal limits appropriate to the size of the project. [4: p33]
In contrast, the costs of transporting the components to the construction site from the then-terminus of the Usambara Railway at Mombo, the execution of the foundation work, and the procurement of cement, water, etc., required considerable expenditure, especially since, neither the cattle-herding Maasai from the surrounding areas were available to work, nor could draft or pack animals be kept due to the tsetse fly. Roads also had to be built almost everywhere for transporting the materials, along which the supports, station components, and building materials were hauled individually by porters, during which many a sack of cement and many a barrel of water leaked quite by accident along the way, thus becoming lighter. The wages were relatively low, amounting to 45 heller or 60 pfennigs per day with free board including rice. The workers’ housing was also inexpensive to build. They consisted of reed sheds or reed huts, which, at best, were covered with clay. [4: p33-34]
Taking into account all the factors that delayed and complicated construction, it is understandable, despite the low wages paid to the workers, that the total construction costs exceeded those of the actual delivery of mechanical parts for the cableway many times over, and it does not seem implausible that the construction as a whole cost between 1.75 and 2 million marks according to one account, and between 2 and 2.5 million marks according to another. [34]
Writing in the early 20th century, Hand Wettich said, “The question must now be raised whether these considerable costs for a private branch line of 9 km in length will also achieve the desired success, but it can be stated that the system is already well on its way to doing so. In 1909/10, as already mentioned, 1240 cubic metres of cedar wood were exported from Neu-Hornow, and exports are constantly increasing.” [4: p34]
The influence of the timber transport cableway on plantation farming.
The company (Wilkens & Worse), which, like so many others, was only brought into being by the construction of the Usambara Railway, developed in a direction that was hardly expected beforehand. …. For logging, the construction of roads, field railways, and houses, the company Wilkens & Wiese needed to keep a large number of native workers and hauling the timber required the keeping of cattle. As an alternative, earlier in the 20th century, two stallions and ten Norman mares were purchased in Marseille and transported to Africa. Despite the contaminated coastal areas, they arrived safely in the mountains at that time. Initially, some animals died, but the majority began to acclimatize, as evidenced by a number of foals. The success of the stud farm was limited, although the animals were at least protected from the tsetse fly on the heights of western Usambara and otherwise found favourable conditions. The number of horses was insufficient for the needs of the sawmill. Therefore, oxen, the humped cattle of the country, were also raised. [4: p35]
Keeping people and animals forced the plantation society to engage in agriculture on the Usambara plateau. On the protected clearings, maize, turnips, and oats were cultivated. Barley, in particular, yielded exceptionally good harvests, albeit in a small area. Barley was preferable to oats as it was less susceptible to damage from the numerous buffalo and wild boar of the Schummewald forest, which caused considerable damage to the oat fields. Potatoes yielded up to 100 hundredweight per acre, but the potato harvests were threatened by severe night frosts, which at the time of writing of Wettich’s article had destroyed almost the entire year’s crop. [4: p35-36]
These developments, which came about almost accidentally, provided the possibility that both arable and livestock farming on the plateau could meet needs across German East Africa. In addition, non-food crops might be able to be cultivated – hemp, rubber, tannins, coffee, quinine , cotton, etc. – all these could be transported to the plains via the cableway. Neu Hornow and its cableway seemed to have a very bright future.
The scale that Wilkens & Wiese’s plantation business had reached was demonstrated by the company’s development, which began 13 years before with two Europeans and 100 native-born workers and by 1907 employed 10 to 12 Europeans and about 2,500 native-born workers. The company was started with a maximum capital of 500,000 marks, which gradually grew to 3,500,000 marks (as of 1907). [4: p36]
Just as the firm Wilkens & Wiese secured its business by expanding from timber harvesting, so too other timber companies established or acquired plantations for the same reason. For example, Elie Deutsche Holz-Gesellschaft für Ostafrika (Elie German Timber Company for East Africa) took over the rubber plantation of 3,000 Manihot Glaziovii trees [7] established directly at Sigi by the former Sigi Export Company. The three- to four-year-old trunks were tapped for the first time in 1910. Wettich was unable to comment on the quality of the rubber harvest because it was only at the time en route to Hamburg; however, the company was convinced of a good future for its plantation. [4: p36]
References
M.F. Hill; Permanent Way Volume II: The Story of the Tanganyika Railways; East African Railways and Harbours, Nairobi, Kenya; Watson & Viney, Aylesbury & Slough, 1957.
Hans Wettich; The development of Usambara under the influence of the East African Northern Railway and its private branch lines, with special consideration of the Mkumbara-Neu-Hornow cable car; Simion, Berlin 1911. Reprint from: Proceedings of the Association for the Promotion of Industry 90 (1911), Issue 6; via https://publikationen.ub.uni-frankfurt.de/frontdoor/index/index/docId/11924, accessed on 24th February 2026.
Mannesmann tubing refers to high-quality, specialized steel tubes produced by Mannesmann Precision Tubes GmbH and Mannesmann Line Pipe GmbH, which are subsidiaries of the Salzgitter Group. The brand is known for pioneering the “Mannesmann process” for creating seamless steel tubes. Products are characterized by high dimensional accuracy, tight wall thickness tolerances, and minimal eccentricity. For more information see: https://en.wikipedia.org/wiki/Mannesmann and https://www.mannesmann-precision-tubes.com, accessed on 8th March 2026.
Manihot Glaziovii is also known as Tree Cassava or Ceara Rubber Tree. It is a species of deciduous flowering plant in the spurge family, Euphorbiaceae, that is native to eastern Brazil. The tree cassava was used as a source of rubber, instead of Hevea brasiliensis throughout the world. The plant is introduced largely in the world, but now it is classified as one of the most highly invasive plants in the world. See: https://en.wikipedia.org/wiki/Manihot_carthaginensis_subsp._glaziovii, accessed on 8th March 2026.
The featured image for this article shows a train on the Kihuhui Bridge on the Sigi Railway in Tanganyika. [3]
Tanganyika (now part of Tanzania) possessed a dense network of industrial narrow-gauge railways, primarily developed during the German colonial era (German East Africa) in the late 19th and early 20th centuries to support plantation agriculture and forestry. While the main lines (Central Line and Usambara Railway) were built to 1,000 mm (metre) gauge, industrial, plantation, and forestry lines often used 600 mm (1 ft 11 5⁄8 in) or 750 mm (2 ft 5 1⁄2 in) gauge. [1]
Following World War I, the British administration deemed many of the 600 mm “light railways” to be economically inefficient compared to the, at the time, more efficient 1,000 mm metre-gauge lines, leading to a shift away from developing these smaller lines. [1]
Early Industrial Narrow Gauge lines included:
1. The Sigi Railway
The Sigi Railway (Sigi-Bahn) was a 23.5 km long, 750 mm gauge line opened in 1911 to transport timber from forests in the Usambara Mountains to the Tanga or Usambara Railway. It featured significant engineering challenges, including four switchbacks to handle steep terrain. [2]
Tanga and the Usambara Hills showing the metre-gauge line. [7: p2]A closer view with a North point just to the West of North. The metre-gauge line runs diagonally across the map extract. The Sigi-bahn is represented by the dashed line leading to the centre of the hatched area. [7: p3]A sketch map of the full length of the Sigi-bahn with Tengeni to the left and Sigi to the right. Beneath the German text in this extract, the gradient profile of the line is shown. [7: p15]These three images divide the length of the Sigi-bahn shown above into three. [7: p15]A train on the Kihuhui Bridge on the Sigi Railway in Tanganyika. [3]
The line ran from Tengeni station (185.9 m above sea level) near Muhesa (now Muheza), located on the Usambara railway, to Sigi (438 m above sea level) in the heavily forested eastern Usambara Mountains, which, until the railway’s construction, were rugged and difficult terrain. The area could only be reached by caravans via forest and mountain trails. This severely limited the transport of goods and merchandise. [3]
A travel group at Tengeni railway station in the Usambara Mountains, with trains of the Sigi Railway and the Usambara Railway in the background. [3]
Tengeni Railway Station. [10]
The Sigi Railway Management Concession of 29th April 1910, was a necessary precondition to the exploitation of the forestry concession held by the Deutsche-Holz-Gesellschaft fuer Ostafrika. The 23.5 km. railway’s operation was bound to the sawmills that provided the bulk of the traffic. [2]
Work began in 1904. The Sigi Export Company, during its ownership, constructed 17.6 km of track. Due to financial difficulties, work had to be interrupted repeatedly. After the German Timber Company for East Africa took over the logging rights to 12,000 hectares, the sawmill, and the railway, it completed the latter. The railway went into full operation on 1st September 1910. [3][4: p96]
The line had gradients of up to 40%, minimum radii of 40 m, and, as already noted, four switchbacks. It climbed 252 metres to the Sigi terminus. [4: p96] The switchbacks enabled a relatively uniform gradient to be achieved. The section of track near Sigi was particularly interesting. Here, the railway described almost complete circles to wind its way up the mountain slopes and featured three of its four switchbacks in a length of less than one kilometre. Where possible, engineering structures were avoided. Nevertheless, numerous smaller bridges had to be built over mountain streams, blasting operations carried out, and dams constructed, particularly along the upper section. The construction of a large steel girder bridge over the Kihuhui River gorge was unavoidable; this bridge had two masonry piers between its abutments. [3]
Between Tengeni and Fanussi, rails weighing only 10 kg/m and measuring 7 metres in length were used. The lower section of the line was ballasted only where absolutely necessary for structural or operational reasons, such as on the curves. In contrast, the upper section was fully ballasted and fitted with rails weighing 15 kg/m. Ballasting the entire line was planned but was not completed before the First World War. The rails rested on iron sleepers with shims. The sleeper design on the lower section was chosen to allow for the replacement of the existing rails with the new, heavier rail profile. The flat fishplates used in the first construction phase were reinforced by the addition of angle fishplates. [3]
The line originated at Tengeni station, 44km from Tanga on the Usambara Railway. The Tengeni station grounds belonged to the state and were leased to the German Colonial Railway Construction and Operating Company. With government approval, this company subleased the land for 30 years, first to the Sigi Export Company Ltd. and later to the German Timber Company for East Africa. The site included several buildings constructed by the Sigi Export Company, the railway’s administration building, a warehouse and goods shed, the engine shed, a carriage shed, and a water tower for supplying locomotives. There were also three houses for European employees, one of whom was a locomotive driver. The sawmill was located directly next to the station. The station building had a tiled roof. It contained a waiting room, an office for the local freight clerk, and a room rented by the Usambara Railway as a ticket office . A larger residential building with a corrugated iron roof served as overnight accommodation for travelers.
Apart from the two termini, there were no train stations or stops. Trains would stop on the open track if necessary. The entire route was equipped with a telephone line for train safety. [3]
In the German era, the operation of the Sigi-bahn was the responsibility of the German Colonial Railway Construction and Operating Company (DKEBBG), which had also been operating the Usambara Railway since 1905. The DKEBBG was a subsidiary of Lenz & Co. in Berlin, which built and operated numerous narrow-gauge railways of various track gauges throughout the German Empire. [5]
The choice of a narrower gauge compared to the Usambara Railway meant that all goods had to be transshipped at the connecting station of Tengeni for onward transport. [4: p96] In addition to freight traffic, there was also public passenger traffic, as roads were scarce in the area around Sigi and Amani. Thus, from the beginning, the terminus at Sigi also served the Imperial Biological-Agricultural Institute in Amani. [4: p96]
Given the route, the average travel speed was only about 10 km/h, so a train needed 2 hours and 20 minutes for the entire journey. Trains were usually mixed passenger/goods services , with connections in Tengeni to and from trains on the Usambara Railway. Pure freight trains were also used when needed. The scheduled trains also carried mail and parcels to and from Sigi. Due to their more pleasant climate compared to the lowlands and coastal region, the Usambara Mountains were a popular destination for Europeans living in the colony. Their abundance of game also made them a popular destination for hunters. Therefore, the DKEBBG even offered special trains for tour groups from Tanga to Tengeni with a connection to Sigi. The DKEBBG advertised the journeys on the Sigi Railway:
“A special trip to Tengeni for the purpose of touring the Sigi Railway and visiting the Agricultural Institute in Amani would cost 100 Rp. On the Sigi Railway, scheduled trains should be used at the regular fares. (One way 3.50 Rp.). … A trip on the Sigi Railway, with its magnificent views of wild gorges, lush valleys, and dense primeval forests, is one of the most beautiful excursions in German East Africa.” [6]
In passenger transport there was a so-called “European class” (1st class, fare 15 Heller per tariff kilometre = 3.50 Rupees/total distance) and a so-called “native class” (3rd class, fare 2.5 Heller per tariff kilometer = 0.60 Rupees/total distance). With the full commissioning of the line, great expectations were placed on its role in opening up the entire East Usambara region. [7]
The up and downs of the Sigi railway after World War I were due to differing opinions with regard to the economics of the line. Operational experience in the 1920s ultimately served to convince the Government of Tanganyika that there could be no place in the Territory’s pattern of communications for the operations of light railways. [2]
Locomotives in Older Literature
According to the few available sources, the Sigi Railway had two wood-fired tank locomotives of different power levels at its disposal for operating the line . The existence of at least one six-coupled locomotive is confirmed by the photograph of a train on the Kihuhui Bridge which is included in this article. [3]
Details regarding the locomotives vary depending on the source.
The locomotives were reportedly built by Orenstein & Koppel in 1904. [5: p6][8: p26] According to another source, the locomotives were built in 1910. [9] The more powerful of the two locomotives had an output of 50 hp, weighed 10.7 ton, had a driving wheel diameter of 580 mm, and a wheelbase of only 1,400 mm. The less powerful locomotive was said to have produced only 40 hp, with otherwise similar dimensions. The 40 hp locomotive could only haul a load of 13–14 t on the inclines. This meant that it was not even capable of pulling the regular, relatively light trains on the line alone, without the assistance of the second locomotive. [3]
According to a third source, the locomotive fleet consisted of one 45 hp and one 60 hp triple-coupled tender locomotive. [3][7: p15]
Locomotives in More Recent Evidence
The more powerful of the two locomotives, however, was clearly a Mallet locomotive of the B’Bn4vt type. A photograph in the collection of the colonial image archive of the University of Frankfurt/Main confirms the error in older literature. The locomotive pictured, with its Kobel chimney and the tender box for timber “attached” to the cab, is unequivocally a Mallet locomotive and not a six-coupled locomotive with a rigid chassis. The photograph is captioned ‘Train of the Sigibahn’. [3]
Between 1902 and 1912, the Orenstein & Koppel company built a large number of Mallets for plantation and narrow-gauge railways worldwide. At least visually, the Sigibahn locomotive is very similar to locomotive number 13 of the Frankfurt Feldbahn Museum (Orenstein & Koppel , B’Bn4vt, 1909/3902, 30 hp, 600 mm gauge, ex. locomotive 4 of the Gending/Java sugar factory, 600 mm gauge) and to the locomotive of the Statfold Barn Railway /England (Orenstein & Koppel, B’Bn4vt, 1905/1473, 60 hp, 762 mm gauge, ex. locomotive 5 of the Pakis Baru/Java sugar factory, 750 mm gauge). [3]
A Mallet locomotive was better suited to the railway’s needs than a six-coupled engine, as it could be fitted with a significantly larger boiler and four cylinders instead of two for increased power. The articulated design of the running gear resulted in good running characteristics, even on the tight curves of the track. [3]
Questions regarding the Sigibahn locomotives remain unanswered. However, it is established that the locomotives bore the operating numbers No. 1 and No. 2. The original bronze number plate of locomotive No. 2, bearing the inscription “Deutsche Holzgesellschaft für Ostafrika No. 2” (German Timber Company for East Africa No. 2) , has been preserved, is part of the collection of the German Historical Museum in Berlin, and is displayed there in the permanent exhibition. [3]
The rolling stock was modest. It consisted of only two-axle, semi-open passenger cars [5: p6-7] , two covered and two open two-axle goods wagons, six four-axle stake wagons for timber transport, two firewood wagons, and three track maintenance cars. When there was a large influx of passengers, they were occasionally transported in the two-axle open and covered freight cars. [3]
Despite the steep gradients, all the Sigi-bahn carriages were equipped only with hand brakes. This necessitated the presence of brakemen on the trains . The manufacturers of the carriages and wagons are not known. [3]
And Finally ….
In searching for more information about the Sigi-bahn I have discovered a forum link to a walk along the length of the Sigi-bahn which can be found here. [11]
.
2. Sisal Plantation Railways
Numerous privately owned, 600 mm gauge light railways operated throughout the coastal and Tanga regions, linking sisal estates to factories and main-line stations.
Sisal plantation railways were a crucial component of the German colonial agricultural economy in the late 19th and early 20th centuries. These networks, often referred to as ‘light railways’, were used to transport harvested sisal leaves from the fields to processing factories and eventually to the Tanga port for export.
Sisal cultivation and associated small-gauge rail systems were introduced in the 1890s, with a significant boost in the very early 20th century. The plantation lines typically branched off from the main Usambara Railway.
The Tanga sisal plantations contributed to over 60% of the country’s GDP at their peak. The history of these railways is deeply linked to the development of the Tanga port and the early industrialization of the region.
An illustration of one of these lines in use in the 1960s can be seen here. [12]
“Sisal production in the country peaked in 1964 with around 250,000 tonnes in production from regions from all over the country such as Tanga, Morogoro, Arusha, Mwanza and Shinyanga. In 1967 following the Arusha Declaration most of the sisal estates were nationalized by the government. This began the downfall of the sisal industry as bureaucracy, over-centralization and lack of experience caused the production to fall rapidly. Furthermore, with the increasing popularity of Synthetic Nylon fibers, drove the world price for sisal down resulting in the foreclosure of many sisal factories. By the end of Ujamaa and President Nyerere’s rule, sisal production had fallen from 235,000 tonnes in 1964 to 32,000 in 1985, less than 15% of the country’s peak.” [14]
Remnants of the 600mm-gauge lines appear in different places in the sisal fields of Tanzania. Two examples can be found on these links – here [13] and here. [15]
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3. Later Industrial Lines
Later Industrial Narrow Gauge Lines included:
A. The Southern Province Railway
The Southern Province Railway was a short-lived, metre-gauge railway constructed by the Overseas Food Corporation to support the “Groundnut Scheme.” It ran for 212 km from the port of Mtwara to Nachingwea, and including various branch lines was a network of about 275 km of railway, all told. It was abandoned in 1963.
An extract from a photograph of a map of Tanzania’s railways taken by Kiplimo Koech. This photograph was shared by Kiplimo Koech on Facebook on 12th February 2026. [23]
When the British Government “decided to press on with the Groundnuts Scheme in the Southern Province, the railways were faced with the problem of transport to and from the areas of cultivation which were then only vaguely defined. As soon as more was known about the approximate location of the areas to be cultivated around Nachingwea, and the estimated tonnages to be moved between there and the coast, the railways undertook a study of the best way of meeting the requirements at the lowest transport cost. There were three possible sites for port works – Lindi creek, Mikindani and the Mtwara creek which forms part of the port of Mikindani. Reasonably reliable information was available about the route along the Lukuledi valley between the areas to be cultivated and Lindi creek, but very little was known of the topography and soil conditions over about so miles at the coastal end of the most likely route to Mikindani and Mtwara. No sort of survey was practicable at the time, as all routes were impassable due to the rains. Such information as was available indicated that this section would not be easy to build. The limitations of Lindi as a port were fully recognised, but the Administration of the Railways recommended the use of Lindi in the early years of the scheme, leaving the route to Mikindani and Mtwara and the possible sites for port works to be surveyed later when more precise information would be available regarding costs and tonnages to be carried. However, the Ministry of Food decided to send out im-mediately its own mission to consider the site of the port works. The mission, which arrived in the February of 1947, consisted solely of specialists in port operation and construction. They recommended that the port works be in Mtwara creek on the grounds that it offered the best harbour facilities. Little or no account was taken of the extra cost of railway construction, the possible difficulties of the route and the extra time which would be needed for construction. The Ministry of Food, which was solely responsible for financing the new port and railways, accepted the advice of the mission.” [22: p268-269]
“The Railways’ Administration had meantime accepted responsibility for the survey and construction of the railway on behalf of the Managing Agents. In view of the importance attached to the Groundnuts Scheme, the Administration decided that the quickest way of providing a route of adequate capacity from the sea was to proceed from Mkwaya at the head of Lindi creek through Ruo – 20 kilometres from Mkwaya – to Nachingwea. The survey began in May, and the first contracts for earthworks were placed before the end of the year. The survey of the line from Mtwara to Ruo was entrusted to Messrs. Paulings, who were later awarded the contract for the construction. The Mkwaya-Ruo-Nachingwea route was opened to traffic on 25th October 1949. Due to physical difficulties, work on the Mtwara-Ruo section proceeded slowly, and due to financial difficulties Messrs. Paulings were released from the contract in the September of 1950. The Mtwara-Ruo section was finally opened on 17th January 1954.” [22: p269]
“In addition to the needs of the Groundnuts Scheme, the railways were also concerned with the provision of transport for minerals. In 1947, a siding, about nine miles long, was built from the Mwanza branch to serve the Mwadui mine of Williamson’s Diamonds Limited. The Company met the cost of bridging and earthworks. … In the Mpanda district of the Western Province, a large lead-silver-copper-gold ore body was found, and Uruwira Minerals Ltd. undertook the development of a lead mine. It was decided, in 1946, to investigate the possibility of a branch line from Kaliua on the Central line to Mpanda. After a preliminary survey it was decided to build the line, about 131 miles long. By the end of 1947, 70 miles of the location survey had been completed, and contracts for the earthworks of the first 40 miles had been placed with three local contractors. This line was opened to traffic in the August of 1950.” [22: p269]
“In 1947, the goods stock on the Central and Tanga lines was in a normal state of repair and overhauls were up to schedule. Like all other railways, the Tanganyika Railways suffered at the time from a shortage of tyres, springs, couplers and brake spares, but the percentage of wagons withdrawn from service due to this shortage was not abnormal. As soon as a preliminary estimate of the tonnage to be moved in connection with the Groundnuts Scheme was available, it was clear that the factor restricting the Railways’ capacity would be the supply of wagons. Orders were placed immediately in the United Kingdom but, in spite of the priorities obtained, deliveries could not be expected for two to three years. A world-wide search was made for metre-gauge stock to meet the demand during the intervening period – and to some extent as part of the permanent equipment. As a result wagons belonging to the War Office were found at Shaiba, near Basra, and at El Shatt, near Suez. A technical officer was sent to select suitable wagons, and those chosen were shipped as soon as possible. Because of exposure to the weather and pilfering they needed a fair amount of rehabilitation. By concentrating the resources of the Dar es Salaam workshops on the shipments as they arrived, the wagons were quickly put into service. In all, 430 four-wheeled wagons were obtained from Shaiba and El Shatt towards the end of 1947 and early in 1948. Later the purchase of these wagons was criticised as an unnecessarily expensive and unsatisfactory way of meeting a very urgent need. An effective answer is that 414 of the wagons were still giving good service in 1957.” [22: p269-270]
“Moreover, these wagons arrived in Dar es Salaam at a most opportune moment. They enabled the ordinary traffic offered, the extraordinary traffic of the Groundnuts Scheme and construction materials to be carried during the very difficult time until the new wagons on order arrived in 1949 and 1950. The strain imposed on the capacity of the port and the Central line was exacerbated by the fact that the import of materials and equipment for the Groundnuts Scheme far exceeded the original estimates.” [22: p270]
As it turned out, the Southern Province Railway was an overambitious scheme. Construction took place between 1948 and 1954 to facilitate the export of groundnuts under the British Overseas Food Corporation’s ambitious post-World War II agricultural initiative. The scheme was intended to produce up to 600,000 tons of peanuts annually on cleared bushland to address food shortages and generate revenue, the project exemplified colonial-era top-down development but collapsed amid unsuitable clay-heavy soils, erratic rainfall, mechanical breakdowns, and overestimation of yields, resulting in total losses of £36 million by 1951. Despite the scheme’s abandonment, the single-track railway—built with 60-lb rails on untreated wooden sleepers—was completed and opened for limited traffic in January 1954, initially subsidized through joint guarantees by the Overseas Food Corporation and the Tanganyika government against predictable operating deficits. Its brief operation underscored the perils of ignoring local ecological realities in favour of imported heavy machinery and rapid mechanized clearing, leaving behind underutilized infrastructure that highlighted systemic flaws in mid-20th century imperial planning rather than delivering sustained economic benefits. [16]
The failure of the Groundnut Scheme should probably have resulted in a decision to abandon the construction of the railway, but the thinking at the time was that the line would promote significant growth in southern Tanganyika. After completion of the line and its branches it was placed under the same management as all the other metre-gauge lines in East Africa, with the East African Railways (EAR). [16]
Rather than being designed with longevity in mind. The network, focused on freight haulage with minimal passenger elements. It spanned key agricultural zones but was engineered for temporary use (for instance, using untreated timber for sleepers rather than steel), reflecting the scheme’s optimistic projections for short-term financial gain, rather than long-term viability! [16]
Initially the railway was steam-powered (series RV/21and NZ/22) but under EAR diesel-power was introduced (series 80 and 81).
This schematic route plan is provided by Wikipedia. It shows the main line from Mtwara Harbour to Nachingwea and notes two link lines to the Sisal Plantations at Muta-Narunyu and Karimjee. Two branch lines, one to Masasi, the other to Lindi Creek are also shown. The second of which also provided a link to Lindi Sisal Plantation. [17]
Two bridges over the River Lukuledi are also shown.
Mtwara Port was deepened by the British in 1948-1954. It was functional but underutilized for many years due to poor transport infrastructure. However, in 2010-2011 the increased activity in oil and natural gas exploration caused a surge in activity. It has recently seen major upgrades. The port has a special economic zone attached to it and In December 2015 Alistair Freeports Limited injected $700,000 to upgrade the Export processing zone around the port area. [18]
Mtwara City, Port and Gas Plant. [Google Maps, February 2026]
As we noted earlier, the Port at Mtwara was built towards the end of the construction period as an extension to the original length of line which ran to a port at Lindi. The extension to Mtwara came off the line to Lindi about 27 km from Lindi and ran for about 106 km serving Mikindani and Mtwara.
There is little that I have been able to find online which can be used to confirm the route of the railway. Some assumptions on the alignment of the railway can be made, whether they are warranted or not I cannot tell.
Should further information come to light the remaining paragraphs and images about this line will need to be revised. I can see two possibilities for the route of the old line:
1. The first possibility depends on an assumption that the railway will have been built with an access road alongside it. That access road is likely to have survived and become part of the lasting road network of the Southern Province of Tanzania.
Determining, conclusively, the route of the line would have been helped by the availability of Google Streetview images in the Southern Province of Tanzania. However Google Streetview imagery in Tanzania is primarily focused on key tourist locations and specific, curated, or partnered locations rather than comprehensive nationwide road mapping. Major coverage areas include Gombe National Park, parts of Zanzibar, and the Ngorongoro Crater rim.
The next three images show a possible route of the line between Mtwara and Nachingwea the grey lines are roads T6 running West from Mtwara, the T7 in the East serving Lindi, the T6 from Mingoyo to Nangana and the Nachingwea Road, West of Nangana.
In the West there was a branch line serving Lukuledi and Masasi, the route of which is much less clear.
These three map extracts come from Kartaview. They show the full length of the presumed route of the line from Mtwara to Nachingwea. The branch line to Lindi is also shown. The branch line to Masasi ran through Lukuledi, but its likely route is less easy to establish. [24]
My presumptions about the possible route of the line are called into question by the schematic route plan above which places the junction between the line serving Lindi at a place called Ruo. We will come back to this below.
In the East, close to Mtwara Port the alignment of the railway is very difficult to determine as it has probably been built over.
It is probable that the line from Mtwara Port followed the line of the T6 Northwest along the coast before turning inland adjacent to or on the line of the T6 which runs in a straight line South-southwest as far as its junction with Tanu Avenue. Here the road runs through reverse curves before continuing South-southwest. [24]As we have already noted, a most likely alignment for the old railway follows the T6 as it travels West, through Mikindani and on towards a junction at Mingoyo. [24]
Assuming that my assumptions are correct, at Mingoyo the line from Mtwara appears to have met the line to/from Lindi. It appears that trains to Lindi would have progressed without reversing. Trains to Nachingwea would have required the locomotive to run-round its train.
The remainder of the route West to Nachingwea would follow the line suggested, along the T6 and the Nachingwea Road.
2. Given the complications associated with a junction at Mingoyo and the fact that the Wikipedia schematic route diagram indicates that the junction between the Lindi line and the Mtwara line was 14 km further South at Ruo, it is possible that the line from Lindi followed the T7 to Mingoyo and the the T6 to Mkwaya. However, following this route takes the line in the wrong direction to access a junction at Ruo which is some distance away to the Southwest. No bridge is shown over the Lukuledi river on the Lindi branch on the schematic route plan above. However, neither is a bridge shown on the line to/from Mtwara.
If, Ruo was the location of the junction at least one bridge over the Lukuledi would have been necessary, most probably on the line from Lindi.
As is painfully obvious from the paragraphs above, without significantly more information we can only speculate on the actual route of the old line.
.
B. Port of Bujumbura Railway: While operating within the neighbouring territory of Burundi, a 600 mm gauge industrial railway ran from 1947 to 1982 within the port area, servicing Lake Tanganyika traffic. Its operator was Office Congolais des Chemins des fer des Grands Lacs (CFL). [26] At the time of its construction, Bujumbura was known as Usumbura. [27]
Franz Baltzer; The Colonial Railways with Special Consideration of Africa; Berlin 1916. Reprint, Leipzig 2008.
Helmut Schroeter; The Railways of the Former German Protectorates of Africa and Their Vehicles = The Vehicles of the German Railways, Volume 7; Frankfurt 1961.
German Colonial Railway Construction and Operating Company (ed.): German East Africa – from the coast to Kilimanjaro with the Usambara Railway; Heinicke, Berlin, 1914.
Hans Wettich; The development of Usambara under the influence of the East African Northern Railway and its private branch lines, with special consideration of the Mkumbara-Neu-Hornow cable car; Simion, Berlin 1911. Reprint from: Proceedings of the Association for the Promotion of Industry 90 (1911), Issue 6; via https://publikationen.ub.uni-frankfurt.de/frontdoor/index/index/docId/11924, accessed on 24th February 2026.
Helmut Schroeter and Roel Ramaer; The railways in the former German protectorates then and now; Krefeld, 1993.
Roel Ramaer; Gari la Moshi – Steam Locomotives of the East African Railways; Malmo 2009.
M.F. Hill; Permanent Way – Volume II – The Story of Tanganyika Railways; East African Railways and Habours, Nairobi, Kenya; Watson & Viney, Aylesbury & Slough, 1957, p268-272.
The featured image shows a horse-drawn/mule-drawn tram in Zanzibar before the turn of the 20th century. [1]
Zanzibar hosted two early rail systems, with a mule-drawn tramway operating from 1879 to 1888 between Stone Town and Chukwani, which later used a steam locomotive. A second, more notable 7-mile line known as the Bububu Railway ran from 1905 to 1930, connecting Stone Town to Bububu, featuring passenger service and, briefly, electric street lighting. [4]
The First Line (1879–1888): Built by Sultan Barghash bin Said, this, one of the first, tracks in sub-Saharan Africa. The 2ft-gauge line ran from the Sultan’s palace at Stone Town [2] to Chukwani. Initially the two coaches were hauled by mules but in 1881 the Sultan ordered an 0-4-0T locomotive from the English locomotive builders Bagnall, this was named ‘Sultanee’. The railway saw service until the Sultan died in 1888 when the track and locomotive were scrapped. [4][11]
The Bububu Railway – a.k.a. the Zanzibar Railroad Co. (1905–1930) – In 1905, the American company Arnold Cheyney built a seven-mile, 3ft-gauge line from Zanzibar Town to the village of Bububu. It originated near the Arab Fort in Zanzibar Town, ran along the seafront, passed through the city’s narrow streets, and traveled north along the coast to Bububu. It was notorious for its ability to set fire to property and the surrounding countryside, but it ran for 25 years until it closed in 1930. Within the town, the railway operated on some of the narrowest streets. [4][5]
In the 1920s, the trains ran 6 or 7 times daily. The train was popular among the locals, but a special first class coach was available for the benefit of sightseeing tourists. [4]
During the railway construction the Americans undertook the task of installing electrical power lines along the track. Wherever the rails were placed, metal poles were installed and power lines strung overhead. By 1906, Stone Town had electric street lights. In 1911, the railway was sold to the government, and by 1922 the passenger service ceased. As roads improved and motor vehicles on the island increased, its popularity diminished. [4]
With the improvement works to the port, the railway was used for the haulage of stone which was used to build the port and reclaim the seafront. Today much of the old track bed has been built on however some of the railway’s bridges and embankments remain close to the main road to Bububu. [4]
I have struggled to identify the route of the old railway despite a number of websites/blogs suggesting that remnants of the railway can be seen from the main road to Bububu. The most significant structures may perhaps now be in use by the road or replaced by newer structures carrying the road. I have been unable to locate the structure below, which appears to be seen from the highway:
PastRailwayEmpires identifies this structure as one constructed for the Bububu Railway. The photograph was taken in 2013. Perhaps someone else will be able to identify its location. [12]
Stone Town (also known as Mji Mkongwe (Swahili for ‘old town’), is the old part of Zanzibar City. The newer portion of the city is known as Ng’ambo, Swahili for ‘the other side’. Stone Town is located on the western coast of Unguja, the main island of the Zanzibar Archipelago. Former capital of the Zanzibar Sultanate, and flourishing centre of the spice trade as well as the Indian Ocean slave trade in the 19th century, it retained its importance as the main city of Zanzibar during the period of the British protectorate. When Tanganyika and Zanzibar joined each other to form the United Republic of Tanzania, Zanzibar kept a semi-autonomous status, with Stone Town as its local government seat. [3]
I spent 3 weeks in Uganda in February 2026. This short article picks up on local news reports about developments relating to railways in East Africa early in 2026. …. This article follows on from one published early in December 2025 which can be found here. [3]
The featured image above shows one of the Standard Gauge Railway (SGR) locomotives and its passenger train on the existing network in Kenya. [13]
Uganda
EOI – Uganda – Consultancy Services for the Development/Preparation of the Railway Transport Master Plan – EAC – Railway Rehabilitation Support Project
On 16th February 2026, the African Development Bank Group reported [1] that, the Government of Uganda had received financing from the African Development Fund (ADF) towards the cost of the EAC-Railway Rehabilitation Support Project (Refurbishment of Kampala-Malaba MGR), and intends to apply part of the agreed amount for this Grant to payments under the contract for Consultancy Services for the Development/Preparation of the Railway Transport Master Plan for the Uganda Railwaiys Corporation.
The overall objective of the assignment is for the Consultant to formulate a comprehensive railway transport master plan for the railway subsector in Uganda, including an international/multimodal transport strategy for Uganda 2026-2040.
Government Pushes to Secure 13 trillion UgX loan for Eastern SGR Line
NilePost reported on 19th February 2026 [2] that Uganda is fast-tracking final financing for the Malaba–Kampala Standard Gauge Railway, with talks underway with the Islamic Development Bank to unlock 13 trillion UgX. The project promises faster, cheaper cargo transport and stronger regional trade links!
High Level Discussions with the Islamic Development Bank
High-level discussions with the Islamic Development Bank (IsDB) are seen as a critical step toward ‘financial closure’, which would trigger full-scale construction of the 273-kilometre Eastern Route.
The Minister of State for Works and Transport, Musa Ecweru, hosted an IsDB Appraisal Mission led by Dr. Issahaq Umar Iddrisu, Regional Hub Manager.
Discussions focused on integrating the SGR into a broader 3.9 trillion UgX ($800 million) Country Engagement Framework being finalised by IsDB with Uganda for 2025–2027.
‘This railway is transformative for Uganda and the wider region… time is of the essence; we should close financing early and proceed without delay’, Ecweru told the delegation.
The SGR is a strategic effort to replace Uganda’s century-old Metre Gauge Railway (MGR). Between 2015 and 2023, Uganda partnered with China Harbour Engineering Company (CHEC), but Chinese lenders withdrew due to concerns over connectivity with Kenya’s SGR.
In October 2024, Uganda signed an Engineering, Procurement, and Construction (EPC) contract with Turkish firm Yapı Merkezi, drawing on the company’s experience with Tanzania’s SGR.
Subsequently, Uganda sought diversified financing from European export credit agencies and Islamic finance institutions, including IsDB, to fill the multibillion-euro funding gap.
The railway is designed for electric traction, supporting speeds of up to 120 km/h for passengers and 100 km/h for freight. It will carry up to 25 million tonnes of cargo annually, with 40% of the contract value reserved for Ugandan firms.
Currently, transporting a 40-foot container from Mombasa to Kampala costs about 14.6 million UgX ($3,500) by road. Once operational, the SGR is expected to reduce this to 6.3 million UgX ($1,500) while cutting transit times from several days to under 24 hours. Each train will be able to carry 216 containers—the equivalent of 200 trucks—significantly lowering road maintenance costs and carbon emissions.
Over 60 percent of the railway’s right-of-way has been acquired, with nearly 150 kilometres of land secured across Tororo, Butaleja, Namutumba, Luuka, Iganga, Mayuge, Jinja, and Buikwe districts.
Current efforts focus on the densely populated corridors of Mukono, Wakiso, and Kampala. The government has already invested more than 328 billion UgX in compensation and early works to mitigate risks associated with the project for international lenders.
The Malaba–Kampala line is a cornerstone of the Northern Corridor Integration Projects, linking Uganda to Kenya’s SGR and connecting the Great Lakes region—including Rwanda, South Sudan, and the DRC—to the Indian Ocean.
Bilateral talks with Kenya aim to ensure interoperability between Uganda’s European-standard line and Kenya’s Chinese-built tracks, supporting seamless “port-to-door” rail service. Although a change of traction will be required between diesel and electric systems at the international border
Under a ‘Limited Notice to Proceed’, Yapı Merkezi is already setting up sleeper factories and construction camps along the route, preparing for full-scale construction once financing is finalised.
On 20th February 2026, NTV Uganda reported that the Islamic Development Bank had agreed to inject 410 million euros into the Standard Gauge Railway project for the line from Malaba at the Uganda–Kenya border to Kampala. According to the Ministry of Works and Transport, the funding will cover 272 kilometres of the main Standard Gauge Railway corridor, as well as an additional 232 kilometres of lines linking key industrial hubs across the country. [10]
Uganda Railways Corporation Strategic Plan 2025/26 to 2029/30
Uganda Railways produced their strategic plan for the period to 2029/30 in September 2025. [4]
This somewhat out-of-focus plan shows the current metre-gauge network in Uganda. Only the black-dotted length is at present functional. The red-dotted lengths are in various states of disrepair. [4: p11]Table 1 – Tabulated details of lengths of the railway lines in Uganda. [4: p11]
The Strategic Plan says: “Even with the ongoing efforts to rehabilitate the MGR, much of the railway network remains un-operational, with the few operational sections in poor condition characterised by low handling capacity, limited speeds amid occasional temporary speed restrictions, and low reliability and safety. This has resulted in an over-reliance on road transport in transporting cargo even when rail would be most suited. The impact is the increased costs of transportation that continues to impact productivity, competitiveness and economic growth of Uganda.” [4]
An example of the current condition of the rail infrastructure is the state (in February 2026) of the line close to Pakwach in the North of Uganda.
Pakwach is on the West bank of the Albert (White) Nile. At its immediate location, a loop in the river means that it flows almost West to East with Pakwach on its North side. At Pakwach, there is a significant bridge over the Albert Nile. The two pictures below show the bridge and can be found on Google Maps (February 2026).
The Pakwach Bridge, built in 1965 and commissioned in 1969, is a crucial, aging structure crossing the Albert Nile to connect Uganda’s West Nile region, South Sudan, and Congo. Currently experiencing structural cracks and flooding issues, it is being redesigned by China Communications Construction Company to support modern, heavy, multi-modal transport. The replacement structure will be designed to accommodate both road and rail (metre-gauge and standard-gauge), pedestrian walkways and will also be able to accommodate the largest shipping that might use the Albert Nile. The project aims to facilitate the revival of the Pakwach Riverport (which became ineffective due to the poor headroom of the current bridge), and support regional trade. The bridge condition is very poor and at risk of collapse. Temporary measures are currently being considered to sustain vehicular and pedestrian traffic in the period before the new bridge is designed, built and opened. [6][7]
In early February 2026, as part of a visit to the Murchison Falls National Park we travelled alongside remnants of the old railway to the East of Pakwach on the East bank of the Albert Nile.
Pakwach is at the extreme left of this extract from Google Maps satellite imagery. The old railway crossed the Albert Nile on the bridge at the left of the image and curved around to the East. For the first few hundred yards it ran on the North side of the Arua/Gulu Road. [Google Maps, February 2026]
The railway heading for Gulu runs alongside the Gulu/Arua Road on the East bank of the Albert Nile. The pictures immediately below show remnants of the line which once sat on a low embankment between the road and the river. ….
Like elsewhere in Uganda, the metre-gauge line sat on steel sleepers to avoid the risk of termite damage to wooden sleepers. This and other images show that sections of the embankment have been washed away. [My photograph, February 2026]Another length of the line where the river has washed away a section of the railway embankment when in spare. [My photograph, February 2026]After running alongside the Arua/Gulu Road for a short distance, the old railway drifted away from the road to the North. Its line can just be made out on this satellite image. [Google Maps, February 2026]The line turned further towards North-northeast. Its route can again be picked out starting in the bottom left of this satellite image and running diagonally up the West side of the oil company site on the right of the image. The route of the old railway leaves the image centre-top. An access road to some safari lodges runs immediately to the West of the industrial site and can be seen crossing the line of the old railway, then running alongside it for a short distance before heading away to the North. [Google Maps, February 2026]The murram road mentioned above turns once again to run parallel to the old railway which itself runs Northeast along the boundary of the petrochemical site. [Google Maps, February 2026]We drove along the Bwana Tembo Road after leaving the Gulu/Arua Road and crossed the line a few times at the ‘m’ in ‘Tembo’ on the satellite image. The remains of the old railway continue alongside the road (to its Southeast). [Google Maps, February 2026]We crossed the line at this point (the ‘m’ in ‘Tembo’) three times, the only photograph I have is from before dawn facing South en-route to an early morning safari. [My photograph, February 2026]In amongst the undergrowth, the metre-gauge track can be made out. This location is perhaps one hundred metres to the Northeast of the road junction, taken looking South-southwest from our safari vehicle on our last day near Murchison Falls. [My photograph, February 2026]Further Northeast the old line can be seen swinging away to the East before turning to the North. [Google Maps, February 2026]The flat formation of the old railway can be seen here as it gradually begins to converge with the road. This photograph was taken facing East from the window of the safari vehicle. [My photograph, February 2026]The road and old railway gradually converge as we travel North across this next satellite image. At the flag marking Tangi Safari Lodge, the two are once again immediately adjacent to each other. [Google Maps, February 2026]Closer still to the road, this view looks East again. [My photograph, February 2026]And closer still! [My photograph, February 2026]This next slide shows the route of the old line turning through 180° to run away to the South. Its curved can be seen to the South of the flag of the MCC Student Centre. [Google Maps, February 2026]A final photograph of the line, once again very close to the murram road. [My photograph, February 2026]
Hopefully, these few photographs, together with the images from Google Maps have given some impression of the condition of the metre-gauge line close to Pakwach in the 21st century.
Everything that I have seen of the metre-gauge (with the exception of the line between Torroro and Kampala) is reflected in these most recent pictures.
The Strategic Plan itemises the rolling stock that it owns – a total of 1,420 wagons of different types including flatbeds, tanks, covered wagons among others, and spread across the entire network (including Kenya and Tanzania). However, it says, the URC still faces a big challenge of availability of rolling stock throughout the year with wagon and locomotives availability standing at 40% (505 fit wagons) and 46.5% respectively in the 2023/24 year. “Of the fit wagons, only 35% were flat beds yet they have a higher demand. Table 2 below shows the state of the Corporation’s wagons, plant & machinery as at the end of December 2024.” [4: p12]
Table 2 – Status of URC Wagons, Plant & Machinery as at December 2024 – The table shows that the URC is operating below average in terms of operating stock. Therefore, there is a need to improve rolling stock availability through timely maintenance as well and improvement of facilities at the different maintenance workshops. [4: p12]
The reality is that URC has missed its freight targets by a significant margin over recent years as Table 3 shows.
URC’s performance against targets since 2020. [4: p14]
Table 3 shows that during the period July 2020 – December 2024, the URC network carried a total of 1,150,844 MT against a target of 2,175,170 MT, that is 53%. Of this, 77% were imports while 23% were exports.
Passenger Services
Passenger services were reintroduced under a pilot project in December 2015 as a response to the increasing traffic congestion in Kampala City due to absence of organized public transport. Currently, the passenger train plies four trips daily between Kampala and Namanve. There was a hiatus of around 12 months in the provision of this service while the metre-gauge line between Kampala and Mukono was refurbished, with services restarting in May 2024. “The 30-minute journey has various halts in Nakawa, at Spedag, Kireka, and Namboole, finally terminating at Namanve with an average ridership of 4000 commuters per day.” [4: p15]
Logistics, Warehousing & Terminals
The URC operates three fully licensed, one-stop centres for warehousing, customs clearance, and UNBS checks: Mukono Inland Container Depot, PortBell and Jinja Piers (with the capacity to handle consolidation and
deconsolidation of cargo). Warehousing includes Gulu Logistics Hub, Mukono ICD,
Kampala Good shed, Mbale Good Shed, and Tororo Good Shed. [4: p16]
Challenges
The URC honestly reports a number of challenges which must be addressed in coming years [4: p34-36]
An outdated and inadequate policy, legal and regulatory framework, especially with standards in railway and inland water transport. Particularly, harmonisation of railway policies across the East African region.
Dilapidation of railway transport infrastructure and other assets. The larger portion of the existing MGR network remains in a poor state due to ageing of equipment, dilapidation of the network and out of date technology. In addition, the URC’s regional assets including upcountry stations, staff quarters, offices are in a poor state, poorly managed and left to the oversight of unknown occupants.
An increasing potential demand for passenger services in the Greater Kampala Metropolitan Area. The need for additional passenger stock in good serviceable condition. The need for new feasible passenger routes.
Limited integration with other modes of transport (road, water, air). The need for railway stations to become intermodal hubs is expressed in the strategic plan, but this would require new or replacement stations to be built and there to be a much more structured approach to other transport (boda-boda, matatu and long-distance buses) and a significant improvement in the rail network.
Very limited funding being made available for the URC Strategic Plan priorities. The previous plan set funding targets but only 9% of planned expenditure actually occurred! A serous increase in stakeholder funding is a paramount need for the URC’s future.
The human resource capacity is limited – at the end of March 2025 the URC had only been able to fill about 56% of its agreed staff structure.
Weak data management and reporting frameworks. A lack of a robust monitoring and evaluation system. It is, however, difficult to perceive what could usefully be measured that would produce a meaningful positive impact.
Massive encroachment onto URC land and vandalism of railway materials and property. In some regions of the country, encroachers have secured illegal land titles to URC land and illegal developments have taken place. The URC needs to complete a full survey of its property and must implement a land management strategy.
Public attitude to the railway is poor, many are unaware of its value, advertising of plans and services is poor, and big battles remain to be fought with those who have encroached on its assets
The situation is dire, the future of the metre-gauge seems to be uncertain and bleak!
The strategic plan sets, what must seem to all involved to be, and unobtainable goal: “A developed, adequate, safe, reliable and efficient multi–modal transport system in Uganda.” [4: p38] The fact that the overall goal is unrealistic means it is difficult to give a great deal of credence to any of the intentions which develop from it.
A more effective goal which did not aim at an unobtainable outcome might produce definite steps forward for the existing rail transport network.
Major societal change would be needed to create any form of intermodal transport system. Road transport is in the hands of a myriad of private business concerns all with their own interests and this appears to be very unlikely to change, especially not within the 5 year time frame of the plan.
Perhaps a more focussed and implementable plan is needed. Perhaps limited to improvements in the maintenance of the rail network itself. Perhaps focussing on passenger capacity on the one route currently available with a demonstrable improvement in commuting time on both road and rail as a result of an improved rail service. Perhaps setting realistic goals for the recovery of illegally occupied land over lengths of the metre-gauge line with a significant possibility of being brought back into effective use.
Recent and Upcoming Railway Tenders
UgandaTenders.com lists tendering opportunities for Railway activity in Uganda. These included:
Supply & Commissioning of Ten (10) New Diesel Electric Locomotives and Training of Maintenance & Operation Personnel – the East Africa Community Railway Rehabilitation Support Project (19th December 2025);
Rehabilitation of Malaba-jinja and Port Bell-kampala-kyengera Railway Line Sections Including Support Infrastructure (19th January 2026);
Drainage Improvement works on Kampala – Mukono Railway Line Section (5th March 2026);
Permanent way (Railway line works)(12th March 2026);
Consultancy Services to Develop the National Railway Transport Policy in Uganda – EAC-Railway Rehabilitation Support Project (12th March 2026); and
Consultancy Services for the Development/Preparation of the Railway Transport Master Plan – EAC-Railway Rehabilitation Support Project (12th March 2026).
Kenya
Kenya Railways Blog
In January 2026, the Kenya Railways Blog carried two articles:
A.Statement on Upcoming Railway Developments under the Nairobi Commuter Rail Service to Support AFCON 2027
Following a successful bid to co-host the Africa Cup of Nations (AFCON) in 2027 alongside Uganda and Tanzania, the Government of Kenya is making preparations to host a successful tournament.
In Kenya, the games will be hosted at Nyayo National Stadium, Talanta Sports City Stadium and Moi International Sports Centre, Kasarani. Nyayo National Stadium is designated as a training centre during the tournament because of its central position.
One of the key initiatives being undertaken includes provision of an effective transport solution that will ensure easy access to and from the venues of the soccer event.
With this in mind, the Government intends to construct a railway station adjacent to Nyayo National Stadium and a railway spur line from the Nairobi Central station through Nyayo National Stadium area, Kibera to Talanta Sports City Stadium Stadium.
Kenya Railways is in the process of evicting any illegal occupiers of its land as it prepares for the construction of the line. All illegal structures and property found on the land within the corridor will be removed without further notice, at the cost of the individual or concern that built a structure or placed property on the land.
B. Successful Testride Signals Readiness of Uplands–Longonot–Kijabe MGR corridor
On 23rd January 2026 it reported that on 19th January 2026 that a successful test ride on the Uplands–Longonot–Kijabe Metre Gauge Railway (MGR) line had taken place, signalling renewed readiness to restore services along the critical corridor.
The exercise confirmed the safety, integrity and operational soundness of the restored infrastructure after months of intensive rehabilitation necessitated by severe washaways caused by unprecedented rains in 2024. Works carried out included embankment stabilisation, bridge strengthening, drainage reconstruction and track realignment to improve the corridor’s resilience to extreme weather conditions.
The Uplands–Longonot–Kijabe MGR line forms a key link within the MGR network, supporting passenger movement from Nairobi to Kisumu and freight movement from the Port of Mombasa to Kenya’s hinterland and regional markets across East and Central Africa. Its restoration reinforces Kenya Railways broader strategy of maintaining an integrated, resilient, and efficient rail system.
As the Corporation prepares for the progressive resumption of services along the corridor, the test ride marks not only a technical achievement, but a renewed commitment to reliability, safety and national development.
Kenya Railways Begins Preparations for Naivasha-Kisumu-Malaba SGR Phases 2b and 2c
In an article dated 20th February 2026, Capital FM (Nairobi) reported that Kenya Railways has commenced preparations for the construction of the Naivasha-Kisumu-Malaba Standard Gauge Railway (SGR) Phases 2B and 2C.
The railway operator, in partnership with the National Land Commission (NLC), has deployed survey teams to the proposed Kisumu Terminus site, marking the boundaries for Phase 2B.
In a statement, Kenya Railways said the exercise involves identifying project boundaries, confirming affected land parcels, and measuring land sizes to facilitate the gazettement process.
The survey teams are using Global Navigation Satellite System (GNSS) technology, a modern satellite-based system, to ensure precise and reliable measurements.
The preparatory work marks a key milestone in the expansion of Kenya’s SGR network, which aims to enhance regional connectivity and boost trade along the Nairobi-Kisumu-Malaba corridor. [11]
An SGR locomotive and passenger train on the existing network. [12]
View of Chinese-built Mombasa-Nairobi Standard Gauge Railway (SGR) in Kenya
In a short publicity article dated 21st February 2026, the Chinese newsagency Xinhua uses pictures to describe travel on the SGR in Kenya on 17th February 2026. It can be found here … [13]
“Stretching 472 km from the port city of Mombasa to the capital Nairobi in Kenya, the Chinese-built Mombasa-Nairobi Standard Gauge Railway (SGR) was launched on 31st May 2017. It is the first new railway built in Kenya since independence and a flagship project of China-Kenya cooperation under the Belt and Road Initiative.” [13]
A snapshot of current and planned tenders for railway work.
Consultancy Services For Design Review And Construction Supervision For The Proposed Construction Of Nairobi Railway City Central Station, Public Realm And Other Associated Infrastructure Works (15th January 2026);
Consultancy Services For Design Review And Construction Supervision For The Proposed Standard Gauge Railway From Naivasha \U2013 Kisumu (Phase 2B) (15th January 2026);
Proposed Construction Of Limuru Railway Station And Associated Facilities (23rd January 2026); and
Supply And Delivery Of Rail Fittings And Fasteners For Standard Gauge Railway (SGR) (20th February 2026).
Kenya 2026 Budget Policy Prioritises Rail And Logistics Modernisation
Phillippa Dean of Railways Africa reports [15]that:
Kenya’s 2026 Budget Policy Statement sets out a programme of infrastructure and policy interventions aimed at accelerating economic transformation, lowering the cost of doing business and improving the movement of people and goods. Transport and logistics feature prominently, with rail identified as a key enabler of national competitiveness and regional connectivity.
The Government confirms that it has completed construction of the Miritini MGR Station at the Mombasa Terminus, including a new metre gauge railway link and a railway bridge across the Makupa Causeway. The works are intended to provide seamless first- and last-mile connectivity for Standard Gauge Railway passengers.
As part of efforts to strengthen the transport policy framework, the Government has developed the National E-Mobility Policy to guide the transition to clean and sustainable transport technologies, the National Road Safety Action Plan 2024 to 2025, and the National Logistics and Freight Strategy for horticulture exports.
A comprehensive ten-year infrastructure programme is planned to address existing gaps. This includes dualling 2,500 kilometres of priority highways, surfacing an additional 28,000 kilometres of roads and expanding strategic transport corridors through Public Private Partnerships. Rail development forms part of this wider transport and logistics modernisation agenda.
The extension of the Standard Gauge Railway from Naivasha to Kisumu and onward to Malaba has begun, marking a step towards enhanced regional connectivity. The statement also identifies modernisation of the railway system as a priority within the broader transport and logistics investment framework.
Performance data included in the statement show that the services sector recorded growth of 4.8 percent in the first quarter, 5.5 percent in the second quarter and 5.4 percent in the third quarter of 2025. Within this, the transportation and storage sub-sector expanded by 3.7 percent, 5.4 percent and 5.2 percent respectively, across the same quarters. Growth in the sub-sector was supported by increased activity in road, water and air transport, as well as railway operations.
Transport and logistics investments also extend to the modernisation of Jomo Kenyatta International Airport, the building of a new international airport, development at the Ports of Mombasa and Lamu and reforms aimed at restoring the operational and financial stability of Kenya Airways. Additional priorities include completing port berths, establishing logistics hubs and enhancing maritime safety through programmes such as Vijana Baharia.
The statement highlights the scale of public sector exposure within the rail sector. The cumulative on-lent loan portfolio stands at KSh 1,051.1 billion, of which Kenya Railways Corporation accounts for KSh 547.4 billion, representing 52 percent of the total. This concentration reflects a significant exposure within a single entity.
Overall, the Budget Policy Statement frames the modernisation and expansion of transport and logistics infrastructure, including rail, as essential to connecting markets, reducing the cost of doing business and reinforcing Kenya’s position as an aviation and commercial hub for East and Central Africa. [15]
Freight Trains Poised for Return as Kenya Railways Clears Key Rift Valley Corridor
An article carried by Dawan Africa on 19th January 2026 reported that: [16]
After months of silence on the tracks, freight trains are edging closer to a comeback along the vital Uplands–Kijabe–Longonot railway corridor, offering fresh hope to traders and businesses that rely on rail transport across the region.
Kenya Railways has announced that after heavy rain disruption in April 2024 halted services, the vital Uplands–Kijabe–Longonot railway is ready for freight trains, promising lower costs and stronger regional trade links once slope protection works are finalised. [16]
Kenya Railways Corporation has confirmed that rehabilitation works on the route, which was severely damaged by heavy rains in April 2024, have been fully completed. The disruption forced a suspension of freight services, cutting off a key link in the transport chain between the coast, western Kenya and neighbouring countries.
In a statement issued on Monday, the corporation said the line has undergone successful test runs, clearing it for safe operations.
Engineers are now finalising slope protection works, a precautionary measure aimed at reinforcing the corridor and preventing future damage, especially during periods of heavy rainfall.
“Rehabilitation works on the Uplands–Kijabe–Longonot railway corridor are now 100% complete, with successful test rides conducted to confirm the safety and operational readiness of the line,” Kenya Railways said. “The only remaining activity is slope protection works, which are being finalised to enhance long-term stability and safety.”
While no specific date has been given for the resumption of freight services, the corporation said preparations are already underway. Once operational, the corridor is expected to play a critical role in easing the movement of goods from the Port of Mombasa to Nyanza and Western Kenya, while also strengthening regional trade links with Uganda, Rwanda, the Democratic Republic of Congo and South Sudan.
The announcement signals renewed momentum in Kenya Railways’ broader recovery efforts following weather-related disruptions. It also comes just weeks after the corporation reinstated the Kisumu Safari Train, which had been grounded for nearly a year.
That service was revived in December to meet increased festive season travel demand to the lakeside city, offering passengers a safer and more affordable alternative during one of the busiest periods of the year. Kenya Railways said the move helped ease pressure caused by last-minute bookings and limited transport options.
With freight trains now set to follow suit, the reopening of the Kijabe corridor is expected to reduce pressure on roads, cut transport costs and restore confidence in rail as a dependable backbone for trade and travel across the region. [16]
A Formal Start to Construction of the SGR Extension
Baringo News reports that on 19th March 2026, President William Ruto is scheduled to launch the extension of the Standard Gauge Railway (SGR) from Suswa to Western Kenya, culminating at the Kenya–Uganda border. [17]
A. Uganda to begin construction of its Standard Gauge railway network in April 2026.
In August 2025, Rogers Atukunda wrote of the construction of Uganda’s Standard Gauge railway network commencing in April 2026. His article can be found here. [1]
B. Uganda is to use electric traction for the Kampala to Malaba Standard Gauge Railway Line.
Uganda has recently confirmed that its Standard Gauge line from Malaba/Tororo to Kampala will operate with electric traction to European standards rather than diesel traction to Chinese standards.
The planned regional standard-gauge network includes two lines separating inside the Eastern border of Uganda at Tororo. These then diverge further in the West (at Bihanga) and in the North (at Gulu). The total route length will be 1,724 kilometres subject to change due to design modifications and additional sidings and/or branch lines. [3]
Kabona Esiara of ‘The East African‘ explained in November 2025 that this required detailed negotiations between the railway authorities in Kenya and Uganda. These negotiations commenced in mid-November 2025. [2]
Uganda and Kenya were working on a raft of technical and policy measures to facilitate a seamless SGR system between the two countries as they work in the next few years on parallel finishing of their SGR lines.
Kenya says it will start constructing the Naivasha-Kisumu-Malaba line early in 2026 while construction of Uganda’s Kampala-Malaba should commence in the second quarter of 2026.
C. A series of mis-steps in the development of railways in Kenya and Uganda.
Mary Serumaga, in 2018, said that “the building of standard gauge (SGR) railways in both Uganda and Kenya and the predictable sagas that have ensued are reminiscent of the controversies surrounding the building of the Uganda and Rhodesian Railways in the late 19th and early 20th centuries. Both present a framework within which it is possible finally to understand the limited achievements in development in all sectors (and frankly, underdevelopment in many) and regression in Uganda’s primary education, copper mining and agricultural sectors. Both SGR projects are tainted with suspicion of shady procurement which, if taken together with the track records of the implementers, points to corruption. It would be irresponsible to say otherwise.” [4]
“The route, design, level of service and all other decisions of the Uganda Railway of 1990 were dictated by potential profits for foreign investors (both public and private) and their local agents, and not by notions of public service and the common good of those who would bear the ultimate cost. Return on investment is not a bad thing but the Imperial government also claimed to be acting in the interests of the indigenous populations. … The difference now is that there is no pretence about whether the railways are serving the interests of the general population. The different financial implications presented by the procurement process itself, the selection of routes and the relative cost of engineering in the different terrains, plus the cost of compensating displaced landowners, provide scope for long-running, energy-depleting corruption scandals. From the outset, there has been a lack of confidence that procurement processes for the necessary services would prioritise the interests of the public over the interests of the contractor and would actively exclude the personal interests of the public servants commissioning the works. This is what is triggering the anxiety surrounding the SGRs.” [4]
“Moreover, the choice over whether to upgrade the old railway or to start afresh was not adequately debated publicly. Ditto the options on financing. For the Kenyan SGR, the most costly of the potential routes were reportedly selectively chosen. Several cheaper routes on land allegedly already in possession of the government are said to have been rejected. … There are also questions surrounding passenger service. Do the railways only serve trade or are passengers entitled to this alternative to dangerous road transport?” [4]
“Uganda owns one half of the old East African Railway. Together with the Kenyan leg, it was put under a 25-year management contract. The new owners renamed their new toy Rift Valley Railways (RVR). In 2017, after only twelve years, the governments cancelled the contracts in a move the RVR called an illegal takeover. On the Ugandan end, there were allegations of asset-stripping by previous European concessionaires as well as unpaid concession fees and massive salary arrears caused by RVR. If RVR were to successfully sue the government for cancellation of the contract, their compensation would be the first budget overrun. … The government of Uganda then signed a Memorandum of Understanding in 2014 with the China Civil Engineering Construction Corporation (CCECC), which had submitted a study. It abandoned those negotiations in favour of a second Chinese entity, the China Harbour Engineering Company. In justifying its action, the government questioned the quality of the CCECC’s study, which it said was cut and pasted from pre-existing feasibility studies (something that could have been avoided by following proper procurement procedures). CCECC insists it was a pre-feasibility study requiring less detail than a full-blown feasibility study. Whatever the case, if CCECC had followed through with its suit for US$8 million in compensation, which would have been another massive blow to the budget at inception. Whatever compensation they have agreed to has not been made public but as matters stand, the budget for the eastern leg of the SGR has gone up from CCECC’s proposed US$4.2 billion to CHEC’s US$6.7 billion.” [4]
The remainder of Mary Serumaga’s article which looks back at colonial construction work and draws parallels with 21st century procurement and construction in East Africa can be found here. [4]
D. President Yoweri Museveni’s State of the Nation Address in June 2025.
In June 2025, President Museveni highlighted significant rail developments, advancing the Standard Gauge Railway (SGR) project to link with Kenya and the region, aiming to cut costs and boost trade, while discussing financing for the $2.8 billion Kampala-Malaba SGR and emphasizing participation in the development of the new rail infrastructure. In essence, the 2025 address signalled a push for comprehensive road and railway modernization and expansion, leveraging oil revenues and debt financing to build a robust network for economic transformation. [5] Museveni said, “we are soon finalizing the construction of the 1,443km East African Crude Oil Pipeline (EACOP) from Buliisa to Tanga in Tanzania. The construction of the SGR, which I launched last year, is soon starting,” [5] and “the NRM Government has prioritized infrastructure development especially roads, railways and electricity.” [5] In addition, the government will be focusing on revitalizing metre-gauge lines (like Tororo-Gulu, Kampala-Malaba).
E. Kenya – Additional Madaraka Express Trains for the Christmas period.
Kenya Railways announces additional Madaraka Express trains from 8th December 2025, to 5th January 2026, to meet increased festive season demand. The Nairobi-Mombasa train departs Nairobi at 9:40 AM, arriving in Mombasa at 3:35 PM, while the Mombasa-Nairobi train leaves at 4:30 PM, reaching Nairobi at 10:55 pm. [6]
“The railway operator said the move comes in response to increased demand during the holiday period, when thousands of Kenyans and tourists journey along the scenic Nairobi-Mombasa route. … ‘We are committed to providing a safe and convenient travel experience, and the additional services will help ease congestion while maintaining punctuality’ reads the notice dated 2nd December.” [7]
The December 1958 issue of The Railway Magazine featured three photographs of Beyer Garrett locomotives at work in East Africa. These were giants of the metre-gauge that grappled with long loads on steep inclines and at times sharply curved track radii. [1]
1. EARClass ’55’ Garratt No. 5504 at Diva River
Class ’55’ Garratt No. 5504 on the up mixed train at Dura River. [1: p849]
The KUR EC5 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built during the latter stages of World War II by Beyer, Peacock & Co. in Gorton, Manchester for the War Department of the United Kingdom. The two members of the class entered service on the Kenya-Uganda Railway (KUR) in 1945. They were part of a batch of 20 locomotives, the rest of which were sent to either India or Burma. [2: p64]
The following year, 1946, four locomotives from that batch were acquired by the Tanganyika Railway (TR) from Burma. They entered service on the TR as the TR GB class. [2: p64]
In 1949, upon the merger of the KUR and the TR to form the East African Railways (EAR), the EC5 and GB classes were combined as the EAR 55 class. In 1952, the EAR acquired five more of the War Department batch of 20 from Burma, where they had been Burma Railways class GD; these five locomotives were then added to the EAR 55 class, bringing the total number of that class to 11 units. [2: p64]
This locomotive was Works No. 7151, War Department No. 74235, War Department India No. 423. It was one of the two that went to Burma Railways (their No. 852) from where it was purchased by Tanganyika Railways in 1946 and became their No. 751. It came to the EAR in 1949 and received the No. 5504. [3]
Sister locomotives in Class 55 can be seen here [7] and here. [8]
Dura River was the last station on the Western Extension before the end of the line at Kasese, Uganda. The River flowed North to South towards Lake George and was crossed by the railway at the Eastern edge of the Queen Elizabeth National Park. Mapping and satellite imagery in the area are not highly detailed – the following images are the best I can provide. …
The EAR 58 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge, 4-8-4+4-8-4 Garratt-type articulated steam locomotives built by Beyer, Peacock & Co. in Manchester, England, in 1949. [9]
The eighteen members of the class were ordered by the Kenya-Uganda Railway (KUR) immediately after World War II, and were a slightly modified, oil-burning version of the KUR’s existing coal-fired EC3 class. By the time the new locomotives were built and entered service, the KUR had been succeeded by the East African Railways (EAR), which designated the coal-fired EC3s as its 57 class, and the new, oil-burning EC3s as its 58 class. [2: p66][9]
No. 5804 was built in 1949 (Works No. 7293) and originally given the KUR No. 92. Its sister locomotive No. 5808 (Works No. 7297, given KUR No. 96 but never carried that number) was the first to enter service with the EAR. [9]
EAR ‘Class 58’ Locomotive No. 5803 (a sister to 5804) is seen here at Changamwe, Kenya, with the Mombasa–Kampala mail train, circa 1950-51. [9]
Other locomotives in the class can be seen here, [11] here, [12] and here. [13]
Kikuyu Station is 20 kilometres or so from Nairobi, during construction of the railway, railway officers established a temporary base in Kikuyu while they supervised work on the laying of the track down at the rift valley escarpment.
Daily mixed train, headed by class ’60’ Beyer-Garratt locomotive No. 6021, Sir William Gowers,” about to leave Kasese, terminus of the East African Railways & Harbours Western Extension in Uganda. [1: p849]
The EAR 60 class, also known as the Governor class, was a 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built for the East African Railways as a development of the EAR’s existing 56 class. [2: p77]
The 29 members of the 60 class were ordered by the EAR from Beyer, Peacock & Co. The first 12 of them were built by sub-contractors Société Franco-Belge in Raismes (Valenciennes), France, and the rest were built by Beyer, Peacock in Gorton. The class entered service in 1953-54. [2: p77]
Initially, all members of the class carried the name of a Governor (or equivalent) of Kenya, Tanganyika or Uganda, but later all of the Governor nameplates were removed. [2: p77]
No. 6021 was built by Beyer Peacock (Works No. 7663). It was not one of the class built by sub-contractors Société Franco-Belge. It was given the name ‘Sir William Gowers’ when first put into service, losing the name along with other members of the class in the 1960s after independence. …
Other members of the class can be seen here, [17] here, [18] and here. [19]
Kasese Station only became part of the rail network in Uganda in 1956. The construction costs of the whole line from Kampala were very greatly affected by the difficult nature of the country in the final forty miles before Kasese. Severe problems were presented by the descent of the escarpment, which involves a spiral at one point, while from the foot there is an 18-mile crossing of papyrus swamp through which a causeway had to be built, entailing a vast amount of labour. The extension to Kasese was built primarily to serve the Kilembe copper mines. Construction of the line from Kampala to Kasese took approximately five years. [21]
In Part 1, we looked at the railways in the North of Namibia, that article can be found here. [4] This article covers lines which left Windhoek and covered the South of the country.
After the aerial image immediately below, the next three images form a kind of ‘tryptic’ which shows the TransNamib train yard and station at Windhoek. Taken together they show the full site. …
The railway line from Windhoek to Nakop is 869 kilometres (540 miles) long. The section between Karasburg and Keetmanshoop was completed in 1909. In 1912, the 500 kilometres (310 miles) connection between Karasburg and Windhoek was completed, and the extension to Upinhton (South Africa) was built in 1915.
Windhoek
Aris
Rehoboth
Tses
Keetmanshoop
Karasburg
Nakop (border)
Upington
We start our look at the main line to the South, in Windhoek at the South end of the Railway Station site. …
The southern end of Windhoek Railway Station, seen from John Meinert Street. [Google Streetview, 2023]The line South, from John Meinert Street. [Google Streetview, 2023]A satellite image showing the railway South of John Meinert Street. [Google Maps, June 2025]The next length of the line to the South, to a point South of the B6. [Google Maps, June 2025]The bridge carrying the railway across the B6. [Google Streetview, 2024]
Although it does not look like it as yet, the line South of Windhoek Railway Station climbed relatively steeply as it meandered South. … As we will soon see, the landscape South of Windhoek is different to that to the North of the city.
The line to the South of the B6 curves round the residential area of Schmerenbeck Street. [Google Maps, June 2025]The line then crosses the Gammams River and under David Hosea Meroro Road. [Google Maps, June 2025]The triangular junction visible in this image gives access to the branch line to Gobabis. [Google Maps, June 2025]The line then passes under the B1. [Google Maps, June 2025]Looking South from the B1. [Google Streetview, 2024]Then the line(s) cross the Arebbusch River. [Google Maps, June 2025]The next road to bridge the line is the C26. [Google Maps, June 2025]The view from Mandume Ndemufayo Avenue (C26) back towards Windhoek Railway Station. [Google Streetview, 2024]The view South from Mandume Ndemufayo Avenue towards the hills. [Google Streetview, 2024]The line passes under the city’s Western Bypass. [Google Maps, June 2025]This view looks North-northeast under the Western Bypass towards Windhoek Railway Station. [Google Streetview, 2024]Looking South from the Western Bypass. [Google Streetview, 2024]The line passes once again under the B1 as the hills draw closer. [Google Maps, June 2025]The view South-southeast along the line from the bridge carrying the B1. [Google Streetview, 2022]
The line continues to wind its way into the hills passing under the B1 once again.
The line has deviated away from Birmingham as it finds its own way into the hills. It returns to pass under the modern road again. [Google Maps, June 2025]The view South from the bridge carrying the B1. The line enters a very short tunnel just to the South of the modern road. [Google Streetview, 2022]The B1 continues to climb as it heads South. The railway takes a different path as it gains height. It crosses over the B1 by means of this bridge. [Google Streetview, 2022]
Some kilometres further along the line it again crosses the B1. This time the road bridges the line. …
Both road and railway continue their journey South. Here their paths cross once again close to Aris Railway Station. [Google Maps, June 2025]Looking back along the line to the North from the bridge carrying the ,B1 over the line. [Google Streetview, 2022]And from the same bridge looking Southwest into Aris Railway Station. [Google Streetview, 2022]
The community of Aris and its railway station are shown in a YouTube video. …
Aria Railway Station. [9]
South of Aris Railway Station,two tracks run in parallel as far as Aris Quarry.
Part of Aris Quarry appears at the bottom left of this satellite image. The other significant part of the Quarry sits to the Southeast on the East side of the B1. [Google Maps, June 2025]At Aris Quarry Google Maps shows three bogie hopper wagons at a short wharf. [Google Maps, June 2025]T
The line continues South towards Rehoboth. …
Quarry land sits on the East side of the line at the top of this next satellite image. A dry water ourselves can be seen across the image. It is bridged by the line. [Google Streetview, June 2025]A closer image of the truss girder bridge crossing the dry river bed. [Google Maps, June 2025]
The next two satellite images show the line heading further South. …
For a short distance the B2 runs close to the railway. The railway then crosses two more dry watercourses. [Google Maps, June 2025]The view from the B1 at the top of the satellite image immediately above looking West. The railway line can be seen between the road and the mountain. [Google Streetview, January 2024]The bridge over the first dry river. [Google Maps, June 2025]The bridge over the second of the two watercourses. [Google Maps, June 2025]
The next three satellite images take the line further South, running on its own course with the B1 away to the East. …
Close to the bottom of this image the railway crosses the Oanob River’s watercourse on a causeway with a short trestle bridgeThe truss girder bridge over the dry watercourse of the Oanab River. [Google Maps, June 2025]
More satellite images take us further South. The first two of these extracts from Google’s satellite imagery shows the line running past the Omeya Golf and Residential Oasis. More about this relatively recent development can be found here [6] and here. [7]. The second of these is a sales video produced to attract investors and house sales.
Four satellite images take the line South to a point where it once again runs alongside the B!. [Google Maps, June 2025]Looking Southwest from the B1 just to the North of its junction with the D1427. The railway can be seen in the background behind the closest trees. [Google Streetview, 2022]
Over the next 3 or 4 kilometres the line and the road run in parallel, with little worthy of note, Before the railway moves away to the West of the road once again. …
The line crosses four dry watercourses before turning towards the East. [Google Maps, June 2025]Running Southeast the line follows the fourth of the watercourses and passes under the B1. [Google Maps, June 2025]Looking North-northwest along the line from the bridge carrying the B1. [Google Streetview, November 2023]Looking Southeast from the same bridge towards Rehoboth. [Google Streetview, November 2023]
The line wanders its way through the hills to the East of the B1 passing from the Khomas Region of Namibia into the Hardap Region. It runs through a number of small townships close to the Usip River before entering Vogelpan where Rehoboth Railway Station was sited.
Just a short distance to the South of Vogelpan, the railway turns East to cross the Usip River. ….
Looking East from the C25, the line can be seen curving away to the East and crossing the channel of the Usio River. [Google Streetview, August 2024]
Just to the South of the location of the photograph immediately above, the C25 itself turns East and crosses both the Usip River watercourse and then the railway.
Looking North-northwest from the ungated crossing on the C25, along the railway back towards Vogelpan. [Google Streetview, August 2024]Looking Southwest from the same crossing on the C25, along the railway. [Google Streetview, August 2024]
The railway runs down the East side of the River Usip passed its confluence with the Oanob River. It then continues alongside the Oanob (less than 1 kilometre to the East of the river).
The railway then crossed the Oanob River and a tributary in quick succession. [Google Maps, June 2025]
The first bridge (on the left) crosses the Oanob, the second (on the right, crosses the tributary). [Google Maps, June 2025]
The line then continues, pretty much in a South-southeast direction for some considerable distance with little to remark on. It passes close to Duinevelde on its way South before reaching Kalkrand.
The railway is seen here (from a minor road to the West of the line) approaching Kalkrand from the North. [Google Streetview, August 2024]Kalkrand and its railway Station. [Google Maps, June 2025]Kalkrand Station and passing loop. [Google Maps, June 2025]
Southeast of Kalkrand the line and the B1 run in parallel. …
Road and rail together head Southeast. [Google Maps, June 2025]Looking East from the B1, the railway can be seen on a parallel course. [Google Streetview, December 2023]The dunes of the Kalahari desert appear in the top right of this satellite image. [Google Maps, June 2025]The railway flirts with the edge of the dunes. [Google Maps, June 2025]
The line continues in a generally Southeasterly direction along the edge of the Kalahari Desert before beginning to swing round to the South and heading into rougher terrain where its route is dictated by the contours. …
Sidings some distance to the South of Kalkrand. [Google Maps, June 2025]These two structures carry the line over watercourses in the hills [Google Maps, June 2025]
Further South and again on flatter terrain the line passes under the C20. …
Looking North-northwest along the line from the bridge carrying the C20. [Google Streetview January 2018]Looking Southeast along the line from the same bridge. The various storage tanks on the horizon are associated with Agrimark, an agricultural and retail store, part of the Agrimark, Namibia network. Adjacent to it, between the Fish River and the B1 and on the West side of the Fish River is an area of irrigated fields. [Google Streetview, January 2028]Agrimark’s storage facility heralds the arrival of Southbound strains in the town of Mariental. [Google Maps, June 2025]Looking North from an ungated crossing on a minor road North of Mariental. [Google Streetview, December 2023]Looking South from the same crossing. [Google Streetview, December 2023]Further South, the line bridges a dry watercourse which is a tributary of the Fish River. [Google Maps, June 2025]The bridge in the above satellite image as seen from the B1. [Google Streetview, December 2023]Immediately North of Mariental, the crosses another minor road at an ungated crossing. This view looks North along the line. [Google Streetview, December 2023]Looking South towards Mariental from the same crossing. [Google Streetview, December 2023]Mariental Township with the Railway Station at the centre of the satellite image. [Google Maps, June 2025]
The next two extracts from Google Maps satellite imagery cover the length of the railway station site. …
These two images show the station site at Mariental. [Google Maps, June 2025]Mariental Station building. [Google Streetview, December 2023]The station building at Mariental seen fromt he Southwest. [Google Streetview, December 2023]Immediately South of Mariental, the B1 and the railway run South side by side. [Google Maps, June 2025]The railway seen from the B1 to the South of Mariental. [Google Streetview, January 2018]A series of different culverts and bridges support the line over historic channels most of which are dry. [Google Streetview, December 2023]The next road crossing is that for the C18. It is another ungated crossing and this is the view looking North along the line. [Google Streetview, August 2024]And this is the view South along the line at the same crossing. [Google Streetview, August 2024]Looking Northwest from the ungated crossing over the D1068 at Asab. [Google Streetview, December 2023]Looking Southeast from the D1068 into the station at Asab. [Google Streetview, December 2023]Asab Trading CentreSidings/Station and River. [Google Maps, June 2025]Looking North from the B1 along the Asab River watercourse with the railway bridge close to the centre of the image. [Google Streetview, December 2023]
The line continues Southeast from Asab. …
Looking North from the D3919Looking Southeast from the D3919The line continues Southeast towards Tses on a shallow embankment with bridge openings for run-off water over dry watercourses. [Google Streetview, December 2023]Tses Township, the B1 and the railway. [Google Maps, June 2025]Tses Station and Sidings. [Google Earth, June 2025]Tses River Bridge. [Google Earth, June 2025]Looking Northeast from the bridge carrying the B1 along the line, back towards Tses. {Google Streetview, December 2023]Looking ahead to the Southwest from the same bridge. [Google Streetview, December 2023]
The line continues in a generally Southwards direction. Again, when hills are encountered it curves its way along the contours to limit gradients. …
Another glimpse of the line from the bridge carrying the B1 across the outfall channel from the Van Rym Dam on the approaches to Keetmanshoop. [Google Streetview, December 2023]
Keetmanshoop is the next significant settlement on the line. …
4-8-0 Locomotive Class 7A, No. 1011 was built by Neilson & Co, of Glasgow, Scotland, as works no 4930 in 1896, it was brought to Keepmanshoop in 1980 to be plinthed. The first Class 7 locomotives were commissioned by the Cape Government Railways and delivered by Dübs & Co of England in 1892. Follow-up batches were built by Sharp, Stewart & Co, Neilson, Reid & Co, and North British Locomotive Company. They had a wheel arrangement of 4-8-0, coupled wheels of 3’6 3/4″ (1086mm diameter) and Stephenson link valve gear. The engines were originally powered by saturated steam, but many were later reboilered and converted to use superheated steam. Modifications such as larger boilers, increases in cylinder diameters and larger cabs resulted in the reclassification of the locomotives as Class 7A, 7B, 7C, 7D, 7E and 7F. More information and photographs can be seen here. [16]
More modern facilities at Keetmanshoop Railway Station. [Google Maps, June 2025]A view of these modern facilties from the Southwest on Darn Viljoen. [Google Streetview, December 2023]The yard and turning triangle at Keetmanshoop Station. [Google Maps, June 2025]The view of the yard from the corner of 3rd Street and 12th Avenue. [Google Streetview, December 2023]
While Keetmanshoop railway Station sits approximately on an East-West alignment is is approached bey means of a sharp curve from the North and trains leaving to the South take a sharp curve to the South within the township.
The line continues to the South. … First five images following the line South and Southwest as far the point where the B4 bridges the line.
A series of five images following the line, first along Railway Street and then at an ungated crossing, all photographs are taken looking Southwest. [Google Streetview, December 2023]The length of line covered by the images above. The B4 crosses the line at the bottom of the image. [Google Maps, June 2025]
Two pictures now taken from the bridge carrying the B4 over the line.
Looking North from the B$ towards Keetmanshoop. [Google Streetview, December 2023]Looking South along the line ahead. [Google Streetview, December 2023]Looking Southwest along the line from an ungated crossing to the South side of the B4. [Google Streetview, December 2023]Looking Southwest along the line from another ungated crossing to the South side of the B4. [Google Streetview, December 2023]The B4 and the railway run parallel, perhaps around 100 metres apart. This photograph shows the line running parallel to the road. Google Streetview, December 2023]Another view looking Southwest, this time from the ungated crossing which takes the C12 dirt road over the line. [Google Streetview, January 2018]The last image showed a passing loop to the Southwest of the C12. This satellite image shows the full length of the loop. [Google Maps, June 2025]
The railway turns to the West as it approaches the junction at Seeheim.
The railway continues to run parallel to the C12/M28 for some considerable distance. Close to Grunau the C12/M28 meets the B1 which crosses the line at 90°.
Looking East-southeast from the bridge carrying the B1 over the railway, the passing loop at Grunau is just ahead. [Google Streetview, 2024]The railway station/passing loop at Grunau to the East of the B1. [Google Maps, June 2025]Grunau Railway Station, (c) Pgallert (2010) and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [17]
East of Grunau, the line runs parallel to the B3 in a southeasterly direction. …
The line bridges the dry watercourse of the Hom River and other watercourses as it head Southeast. [Google Maps, June, 2025]The Hom River Railway Bridge, seen from the B3 Bridge over the same watercourse. [Google Streetview, 2022]Two further structures carry the Railway over dry watercourses on the run into Karasburg. [Google Streetview, The railway enters Karasburg from the North West, curving round to close to a North-South alignment through the railway Station and then sharply curving round to the Northeast as it leaves the town. [Google Maps, June 2025]The view South towards Karasburg Railway Station from the ungated crossing at Hendrik Snyman Street. [Google Streetview, January 2024]Karasburg Railway Station. [Google Maps, June 2025]The turning triangle at Karasburg. [Google Maps, June 2025]
Karasburg Railway Station: passenger platform/building (note the painted edge of the platform) and goods shed. The pictures below come from 1914/1915 and show different aspects of Karasburg Railway Station at that time.
Karasburg Railway Station in 1914/1915. [18]The engine shed in 1914/1915. [18]Pointwork at Karasburg Railway Station. [18]
As we have already noted the line South of Karasburg Station curves sharply to the Northeast and passing under the M21.
Looking West from the bridge carrying the M21 over the railway at Karasburg. [Google Streetview, September 2024]Looking East from the bridge carrying the M21 over the railway at Karasburg. The curve shown on the last image continues as the railway turns to the Northeast. [Google Streetview, September 2024]East of Karasburg the line runs Northeast alongside the B3 before head East on the South side of the road. [Google Maps, June 2025]
For some distance the line runs along the South side of the B3. separating from it close to Nuwefontein. The B3 crosses to the East side of the Ham River, with the railway remaining on the West side of the river, before crossing it close to De Villiersputs. Near Grondorner, the line crosses the D237 and bridges a tributary of the Ham River before running alongside the D237 in a Southeasterly direction. After a number of kilometres, the D237 turns away to the South and the line continues in a generally easterly direction.
Meandering to the north and then again to the East the line of the B3 once again and runs on its South side towards Ariamsvlei, the border with South Africa and Nakop, beyond the border in South Africa.
Ariamsvlei Railway Station and marshalling yard. [Google Maps, June 2025]The view East into the site from the B3. Google Streetview, January 2024]Ariamsvlei turning triangle and border post which is just about 10 kilometers from the border with South Africa. Nakop is beyond the border. [Google Maps, June 2025]
Beyond Ariamsvlei is the border crossing at Nakop and the South African town of Upington.
Windhoek-Gobabis
Next we look at a line which ran East from Winhoek. … The railway line from Windhoek to Gobabis is 228 kilometres (142 miles) long and was completed in 1930. [10]
Windhoek (capital – junction)
Neudamm
Omitara
Gobabis (branch railhead)
The line to Gobabis leaves the Windhoek-Nakop line at a triangular junction and headed East.
The Windhoek-Gobabis line leaves the line to Nakop in the Southern suburbs of Windhoek. [Google Maps, June 2025]
These next fourteen satellite images show the line wandering back and forth through the Windhoek suburbs. …
These fourteen extracts from Google’s satellite imagery take the Gobabis line to a point to the East of Sam Nujoma Drive. [Google Maps, June 2025]Looking South-southwest from Andries de Wet Street along the line of the railway towards Windhoek Railway Station, showing the substantial bridge under construction in 2024. [Google Streetview, 2024]
The journey beyond Andries de Wet Street continues, the next satellite images cover larger areas than the ones above. ….
This sequence of three images takes the line out into open country beyond the Avis River. [Google Maps, June 2025][The truss girder bridge which carries the railway over the B6 and the channel of the Avis River. [Google Streetview, January 2024]
The line continues in a generally easterly direction, although the contours of the terrain mean that the railway has to meander back and forth to find the most advantageous route. These next extracts from Google’s satellite imagery show the way that the line picks its way through the landscape. …
This sequence of four extracts from Google’s satellite imagery takes the line as far as Finkenstein. [Google Maps, June 2025]The railway station close to Finkenstein Estate/Village. [Google Maps, June 2025]The view Southwest from the D1527 along the railway towards Windhoek. Google Streetview, January 2024]Looking Northeast into the railway station site from the D1527. [Google Streetview, January 2025]A little further to the Northwest on the D1527, this is the view looking Northeast into the goods yard at the station. [Google Streetview, January 2024]
These two images indicate the area of the Finkenstein Estate/Village and current proposals for new housing and a new major road.The location of the railway Station can be seen at the top-left of the satellite image. The lighter swathe of ground curving across the top half of the satellite image is the construction site for the new road. [5][Google Maps, June 2025]
The line continues East from Finkenstein. At the right side of this satellite image the railway passes under the B6. [Google Maps, June 2025]Looking Northwest from the B6 along the line towards Finkenstein Station and Windhoek. [Google Streetview, January 2024]Looking Southeast from the B6 the line is curving to the South. The older road bridge is visible alongside the B6. Not too far ahead, out of shot are the construction works for the road that will replace the B6 as a main artery. [Google Streetview, January 2024.
Almost immediately after passing under the B6, the line begins to swing round from a Southwestern trajectory to the Northeast and then the East before passingunder the B6 again.
Looking Northeast from the bridge carrying the B6 over the line. The line can be seen curving round to the East. [Google Streetview, January 2018]
The line heads generally in an easterly direction and after some kilometeres runs alongside the Seeis River. …
The railway bridges the Seeis River and then runs alongside both the river and the B6. [Google Maps, June 2025]
Stocking close to the South bank of the Seeis River, the line passes to the North of Sonnleiton Village before rejoining the B6 close to Windhoek Airport, and passing to the South of the airport and then running immediately alongside the B6.
The railway seen looking North from the B6. [Google Streetview, January 2024]
Both road and rail pass just to the North of the settlement of Seeis where an old railway station was sited, and then over the River Seeis.
The Seeis River Railway Bridge seen looking North from the B6. [Google Streetview, January 2024]
The video below shows the settlement, its station and its bridge. ….
YouTube video of Seeis and its station and railway bridge. [19]
Beyond Seeis the railway continues alongside the B6 in a Northeasterly direction. The railway then turns further Northwest and leaves the B6, finding its own path towards Gobabis. It crossed the D1535 at an ungated crossing. The D1535 then runs alongside the railway heading Northeast before crossing the railway again at another ungated crossing. Both road and railway cross the Wit Nossob River and run along its North bank, crossing tributaries enroute before passing to the North of the Otjivero Reservoir and Dam.
The Otjivero Reservoir and Dam. The railway runs on the North side of the D1535. [Google Maps, June 2025]
Beyond the Dam, the railway follows the C29 heading East. it pulls away a little to the North to create room for Omitara Railway Station.
Omitara Railway Station. [Google Maps, June 2025]Omitara Railway Station, (c) Arche-foto, Burkhart Rüchel, and licenced for reuse under a Creative Commons Licence, (CC BY-SA 3.0). [20]
Northeast of the station the railway passes under the C29, continuing to run East-northeast and then East, and then Southeast, before returning to run alongside the B6 once again. Following the line on satellite images has become increasingly difficult.
This photograph looks along the line to the East from the ungated crossing over the D1658 at Grunental. As can be seen the line is significantly over grown by grasses. [Google Maps, June 2025]Looking East at the ungated crossing over the D1663, the line seems to be disappearing into the sand. {Google Streetview, January 2024]Looking West at the old station site at Witvlei. [Google Streetview, January 2024]Looking East at the old station site at Witvlei. [Google Streetview, January 2024]Witvlei Railway Station in 2018, (c) Hp.Baumeler and licenced for reuse under a Creative Commons licence, (CC BY-SA 4.0). [21]Looking back West along the apparently little used line towards Windhoek from the bridge carrying the B6 across the line. [Google Streetview, January 2024]Looking East from the same bridge, the line is almost indistinguishable from the surrounding grassland. [Google Streetview, January 2024]
The railway continues to the East, with the B6 running parallel to it on the North side.
Looking East along the line at an ungated crossing on a minor road.The B6 can be seen over to the left. [Google Streetview, January 2024]
The line begins to turn to the Southeast before crossing the Black Nossob River. …
Looking Southeast from the C30 along the line towards the Black Nossob River. [Google Streetview, January 2024]The railway bridge over the Black Nossob River close to Gobabis. [Google Maps, June 2025]Gobabis: the Black Nossob River, Reservoir and Dams are on the left side of the satellite image. The railway bridge over the Black Nossob can just be picked out in the extreme top left of the image. The railway flanks the reservoir and lake before passing under the B6 and then, after the B6 has turned through 90, under the B6 (Gobabis Bypass).Looking West from the B6 bridgeLooking East from the B6 BridgeLooking Northwest from the Gobabis Bypass (B6).Looking Southeast from the Gobabis Bypass (B6).Looking Northwest from Heroes Lane/Creamery Lane, GobabisLooking Southeast from Heroes Lane/Creamery Lane, Gobabis
The 6 images immediately above show the railways approach to Gobabis Railway Station.
Gobabis Railway Station. Its turning triangle can be seen at the right side of this satellite image. A series of sidings are the end of the line, these are just Southeast of the turning triangle. [Google Maps, June 2025]Gobabis Railway Station Buildings. [Google Maps, June 2025]Gobabis Railway Station Building, (c) Hp. Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [22]Plinthed at Gobabis Railway station is this 5 man railway inspection car (c) Hp. Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [23]Also plinthed at Gobabis Railway station is this small flatbed wagon, (c) Hp. Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [24]
Gobabis is the end of the line. There are plans on the drawing board for a Trans-Kalahari Railway Line which would extend East from the current livestock railhead at Gobabis and may well be electrified. [25][26][27]
Seeheim-Lüderitz
The final length of line to be looked at is that from Seeheim to Lüderitz. The railway line from Seeheim to Lüderitz is 318 kilometres (198 miles) long. The connection between Lüderitz and Aus was completed in 1906, and the extension to Seeheim was completed in 1908. [1] The service between Aus and Lüderitz was decommissioned in 1997, due to poor track condition, and there is no regular passenger service between Seeheim and Aus. … The line to Lüderitz was rehabilitated in the 2010s and was scheduled for reopening in 2017. Test trains ran to Lüderitz in 2014 and Lüderitz Harbour in 2018. [2]
We begin this journey from Seeheim Railway Junction. …
Seeheim Railway Junction. [Google Maps, June 2025]
Just a short distance Northwest along the line from the junction is Seeheim Railway Station.
Seeheim Railway Station in very early days. [30]The train yard at Seeheim in the 21st century. The Skaap River is just to the South of the Yard. [Google Maps, June 2025]A short distance beyond the limits of the old railway station the line crosses the Fish River close to its confluence with the Skaap River. This is a very early postcard image of the railway bridge over the river. A modern image of the bridge in the distance on this postcard can be seen here. [29] [30]The bridges over the Fish River in the 21st century. [Google Maps, June 2025]After crossing the Fish River the railway follows its North bank. [Google Streetview, June 2025]It crosses a couple of tributaries before heading away from the river into the hills. [Google Streetview, June 2025]
After some distance winding through the hills, the railway line crosses the D463, bridges a dry watercourse and crosses an open area of sand before again winding its way through more hills, heading Northwest. The next image shows the location of Sandverhaar Railway Station and Bridge.
Sandverhaar Railway Station and Bridge. [Google Maps, June 2025]Sandverhaar Railway Station, (c) Matthias Bruhin & Hp.Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [28]
A little further West the line crosses the dry watercourse of the Gurib River and close to Alte Kalkofen Lodge passes through the site of what was Simplon Railway Station.
Immediately to the West of Simplon Station, the line crosses the D462 and then, for a short while runs alongside the B4.
At Goageb, the line passes under the B4 before entering the Railway Station.
Looking Northwest from the first bridge at Goageb carrying the B4 over the line. [Google Streetview, December 2023]
Goageb Railway Station. [Google Maps, June 2025]
The Station building and water tower at Goageb, seen from the Southwest. [Google Streetview, December 2023]The platform, station building and water tower at Goageb, seen from the Northwest. [Google Streetview, December 2023]
The bridge carrying the railway over the Konkiep River, seen from the bridge carrying the B4 over the river. [Google Streetview, December 2023]Looking back towards the railway’s bridge over the river. [Google Streetview, January 2018]Looking Northwest from the bridge carrying the B4, along the line of the railway. [Google Streetview, January 2018]
After passing under the B4 the railway turns North-northwest and runs alongside the B4 for a few kilometres before the road turned away toward the North. The railway then turns to the Southwest.
A relatively short passing loop is provided seemingly in the middle of nowhere! [Google Maps, June 2025]
These next few pictures give a sequence of satellite images or views in sequence along the line.
An igneous rock intrusion alongside the lineA dramatic S-curve on the line. Another unnamed passing loopThe line running South of and close to the B4Looking South from the B4 along the D446 we can see an ungated crossing . The railway is around 100 metres from the B4 at this location.A memorial has been placed at the site of a prisoner of war camp from the First World War to the East of the town of Aus.The Camp near Aus for German prisoners of war 1915-1919, (c) Public Domain. [31]Immediately to the South of the Kriegsgefangenen Denkmal, the war memorial, there are a series of sidings/passing loop on the railway as shown here. [Google Maps, June 2025]A gantry crane, cabins and water tower are present at this location. [Google Streetview, January 2024]
It is only a short distance from this location to the township of Aus. The railway passes, first, under the C13 and then into Aus.
The view Northwest from the C13 towards Aus. [Google Streetview, January 2024]Aus Railway Station. [Google Maps, June 2025]Looking Southeast, this photograph shows the railway line curving round into Aus Railway Station. [Google Streetview, December 2023]The Southeast end of Aus Railway Station site. [Google Streetview, December 2023]The station approach at Aus. [Google Streetview, December 2023]
Northwest of the railway station, the line crosses the C13 again, this time at an ungated crossing.
Looking Southeast from the ungated crossing on the C13 towards Aus Railway Station. [Google Streetview, December 2023]Looking Northwest along the line from the ungated crossing on the C13 – Aus church is prominent in this photograph. [Google Streetview, December 2023]
West of Aus the railway passes through the hills. The next image looks backthrough those hills towards Aus.
Looking back towards Aus we can see the line meandering through the hills. [Google Streetview, November 2021]Looking ahead along the railway line from the same location. [Google Streetview, November 2021]
The next station on the line was at Garub. The station is no longer in use.
Garub Railway Station: the station hose and water tower remain standing. [Google Maps, June 2025]Garub Railway Station building in the early 1900s, (c) Public Domain. [32]
This image of Garub station house and water tower is embedded here from fineartamerica.com. [33]
To the West of Garub the B4 and the railway run in parallel. The line passes through another abandoned stations at Tsaukaib, Haalenburg, Rotkop and Grasplatz.
The abandoned Railway Station at Haalenburg, looking West. [Google Streetview, December 2023]The abandoned Railway Station at Grasplatz, looking West. [Google Streetview, December 2023]
At Kolmanskop there is an entire derelict mining station which once had its own railway station.
Kolmanskop seen from the B4 with the railway visible in front of the buildings.Kolmanskop mining village. The diamond mine was to the South of the village. [Google Maps, June 2025]
As well as its railway link to Lüderitz, Kolmanskop was “the terminus of two private narrow-gauge electrified railway lines that served the diamond mining industry further south. One ran 119 kilometres (74 mi) via Pomona to Bogenfels. It was completed in 1913 but destroyed during World War I in 1915 by South African troops. The other railway line, 7 kilometres (4.3 mi) long and completed in 1920, led to Charlottental. Both were powered by a 1.5 megawatts (2,000 hp) power station in Lüderitz, then assumed to be the largest in Africa.” [1][34][35]
Kolmanskop is only a short distance from the Atlantic Ocean. The B4 and the railway find their own way down to the coast at Lüderitz.
The railway meanders down to the coast following the contours to keep the gradient to a minimum. On the way it passes through a turning triangle. It not obvious why the turning triangle is located at this point on the railway. However, not far beyond the triangle there are a series of sidings/loops which are shown in the image below.
Goods transfer sidings/loops close to Lüderitz. [Google Maps, June 2025]Just short of Lüderitz, the Atlantic is on the left of this photograph, the railway on the right. [Google Streetview, January 2024]Looking West along the railway towards the centre of Lüderitz. [Google Streetview, January 2024]Further along the line and looking North. [Google Streetview, January 2024]Looking North from the ungated crossing at Bay Street. The platform of the passenger station is just ahead. [Google Streetview, January 2024]
A photograph looking Southwest through the station can be viewed here. [37]
The engine shed and yard in Lüderitz are to the Northeast of the station platforms. [Google Maps, June 2025]The gates to the port at Lüderitz seen from Hafen Street. [Google Streetview, January 2024]The Port of Lüderitz. [Google Maps, June 2025]An aerial view of the port. [36]
The Railway Magazine of February 1952 carried an article by Charles E. Lee about railways in what was German South West Africa. This encouraged me to have a look at the history of Namibia’s railways and their condition and extent in the 21st century. The 1952 article also caught my attention because Manchester Diocese (I was a priest in Manchester Diocese before retirement) is linked with the Diocese of Namibia.
The territory was formally colonized by Germany between 1884-1890. It covered an area of 835,100 sq. km. It was a settler colony and had attracted around 3,000 German settlers by 1903, who primarily settled in the central high grounds. [2]
German South West Africa, now known as Namibia, was a German colony from 1884 to 1915. It was not a province within the German Empire but a separate colonial territory. From 1891, the capital was Windhoek, which also serves as the capital of modern-day Namibia. [2]
The arrival of German settlers disrupted the existing socioeconomic balance and led to conflicts, particularly with the Herero and Nama people.
“In 1883 Franz Adolf Lüderitz, a merchant from Bremen, Germany, established a trading post in southwest Africa at Angra Pequena, which he renamed Lüderitzbucht. He also acquired the adjacent coastal area, which he named Lüderitzland. These areas were constituted the first German colony under German protection on April 24, 1884. The German occupation subsequently extended inland. By the latter 1880s the German Colonial Company for the South realized that it was incapable of administering the territory, and the German government immediately took over the colony’s administration. As a result of the Zanzibar Treaty (1890) between Germany and Great Britain, German South West Africa acquired the Caprivi Strip (named after the German chancellor Graf Leo von Caprivi), a tract of land 280 miles (450 km) long in the extreme northeast of the territory; the colony thus gained access to the Zambezi River.” [3]
German colonial rule was harsh, leading to insurrections and resistance. “Major Theodor Leutwein, governor of the colony in 1894–1904, suppressed insurrections of the Khoekhoe (1894) and of the Hereros (1896). In 1904, however, the Hereros fomented a far more dangerous rebellion. The German force, at first only 750 strong and supported only by one artillery battery, had to face an army of some 8,000 men equipped with modern weapons. Reinforcements increased the German force, ultimately under the command of General Lothar von Trotha, and resulted in a decisive German victory on the Waterberg River. Further Khoekhoe rebellions were put down in 1904–07.” [3]
German South West Africa was occupied by the South African Union Defence Force in 1915 during World War I, and Germany formally ceded the territory under the Treaty of Versailles in 1919. Its administration was taken over by the Union of South Africa (part of the British Empire) and the territory was administered as South West Africa under a League of Nations mandate. It became independent as Namibia on 21st March 1990. [2]
The Railways
The railways in German South West Africa played a crucial role in the colonial administration and the First World War campaign. The German colonial authorities built a railway network between 1897 and 1914 to enable colonial territorialization and facilitate the extraction of resources. [4]
Charles E. Lee tells that “under the German regime, the first railway in South West Africa was the Northern State Railway (NSR), as it was then called, built to a gauge of 60 cm. (1 ft. 11 in.) between Swakopmund and Windhoek, via Jackalswater and Karibib, a distance of 238 miles. This line was begun in 1897 and was built by a German Military Brigade from Europe. It was first intended to be worked by animal power – Argentine mules or Cape donkeys – but steam traction was soon adopted. The first section (15 miles) was opened to traffic from Swakopmund in January 1898. By the end of that year 68 miles were ballasted and 54 open. In July 1900, the line was opened to Karibib, 121 miles, and the whole railway completed to Windhoek, a further 117 miles, in June, 1902. The curves and gradients were very severe, the gradient out of the Khan River gorge, for instance, being 1 in 19 with curves of 180 ft. radius. The rails weighed about 19 lb. a yard and were laid on iron sleepers. There were iron girder bridges at Khan River, Dorst River, and Kubas. The only good and plentiful water supplies were at Swakopmund and Karibib.” [1: p121]
Wikipedia tells us that there was actually an earlier line than the one Lee talks about. It was a small mining rail line at Cape Cross in 1895. [5] “Soon afterwards, the ox-cart transport system totally collapsed, in the wake of a rinderpest epidemic in 1897. As it was necessary to react quickly to the now extremely precarious transport situation, decisions were made: to build a railway line from the German port of Swakopmund to Windhoek (the Staatsbahn); to use existing, 600 mm (1 ft 11 5⁄8 in) gauge military Feldbahn material; and to entrust a railway brigade with the construction work, which began in September 1897.” [5]
Wikipedia continues: “Construction of the railways connecting with the Staatsbahn was aimed partly at military strategic objectives following the uprising of the Herero and Nama, and partly at economic requirements. … By World War I, the following lines had been developed (listed by the first year of full operation):” [5]
1902: Swakopmund–Windhoek line, 600 mm (1 ft 11 5⁄8 in) gauge, Karibib–Windhoek section re-gauged in 1911 to 3 ft 6 in (1,067 mm) gauge. [5]
1906: Otavibahn, 600 mm gauge. [5]
1905: Onguati–Karibib branch. [5]
1908: Otavi–Grootfontein branch. [5]
1907: Lüderitzbahn, 3 ft 6 in (1,067 mm). [5]
1909: Seeheim–Kalkfontein branch. [5]
ca 1911: Kolmannskuppe–Elisabethbucht–Bogenfels, industrial railway of the diamond fields. This 600mm gauge railway was electrified from 1911 (the only electric railway in Namibia’s history). Diamond mining in the region gradually moved south. The northern part of the line as far as Pomona was abandoned in 1931, and some of its materials were used for the extension of the railway towards Oranjemund. The southern section was operated with diesel traction. This line no longer exists. [5]
1912: Windhoek–Keetmanshoop railway, 3 ft 6 in (1,067 mm) gauge. [5]
1912: Rehoboth shuttle, 600 mm (1 ft 11 5⁄8 in) gauge (questionable). [6][7][2][5]
1914: Otjiwarongo–Outjo–Okahakana, 600 mm gauge (project started, but not completed due to the war). [5]
Lee talks of the formation, by the Otavi Mining & Railway Company, an Anglo-German syndicate owning the copper mines at Otavi and Tsumeb, of a railway: “This company was formed in Berlin in 1900, in accordance with an arrangement between the South-West Afrika Company, the Disconto-Gesellschaft of Berlin, and the Exploration Company. The first intention was to build a 3 ft. 6 in. gauge railway from Port Alexander in Portuguese West Africa to run in a south-easterly direction up the Muende River Valley and via Etosha Pan to the Tsumeb Copper Mines, and later to extend this line to Rhodesia to form a trans-African railway. Eventually it was decided to form a 60 cm. gauge line entirely in German territory connecting Swakopmund with Tsumeb, a distance of 351 miles. Construction was undertaken by Arthur Koppel & Co. and was begun in November 1903, but was delayed by the Herero War, and the work completed on 25th August 1906. This undertaking, called the Otavi Railway, had the distinction of being the longest narrow-gauge railway in the world. Branches were laid subsequently from Otavi to Grootfontein (56 miles) and from Onguati to Karibib on the State Railway (9 miles). The cost is stated to have been about £2,400 a mile, or roundly £1,000,000 in total. The railway was bought by the German Imperial Government in 1910 for £1,250,000, but the management was left in the hands of the company under a 30-year lease, terminable after 10 years.” [1: p121]
This line was well constructed, and well ballasted. It had a ruling gradient of 1 in 66 and minimum curvature of 150 metres. The permanent way consisted of steel rails in 30-ft. lengths, 30 lb. a yard, laid on steel sleepers weighing about 26 lb. each. “From Swakopmund, for a distance of 68 miles, the line rises steadily on a grade of 1 in 66 to Ebony Station, where it reaches an altitude of 3,500 ft. (On the down journey, the last 40 miles into Swakop-mund can be run by gravity.) From Ebony there is a regular fall to Usakos, which is 2,640 ft. above sea level. From Usakos it climbs 690 ft. in 13 miles to Onguati, and continues to rise until it attains its greatest elevation near Kalk-feld, where the summit is 5,200 ft.” [1: p121]
“The Otavi Railway, like the State Railway, was built to the 2 ft-gauge, though a difference of 1 centimetre in the wheel gauges is stated to have prevented the free interchange of rolling-stock. The widening to 3 ft. 6 in. of the gauge between Swakopmund and Omaruru had been voted by the German Railway Board, but the work had not been put in hand by the outbreak of the 1914 war. A new branch projected at the same period was the Ovamboland Line, the first aim of which was to provide Ovambo labour for the South. The Landesrat in November 1913, approved a line of 2 ft-gauge, but on earthworks and bridges wide enough for a 3ft. 6in. gauge track, to run from Otjiwarongo (on the Otavi Railways) to Outjo and Okahakana.” [1: p121]
Railways in South West Africa from Swakopmund, mainly German- built, included the 361 miles to Tsumeb, opened in 1906, and the longest narrow-gauge railway in the world. The gauge at the Southern end was widened in 1915. [1: p122]
A sum of £450,000 was allowed for the line from Otjiwarongo to Outjo and Okahakana “in the German Loan Estimates for 1914-15. The first section, including the 55 miles from Otjiwarongo to Amiab Poort, was to cost £250,000. Construction was begun, and the line was laid for 22 miles before the outbreak of hostilities in the first world war.” [1: p123]
“Railway developments south of Windhoek, on the 3 ft. 6 in. gauge, made it desirable to convert the earlier 2ft. lines. During 1911, the section from Karibib to Windhoek was converted to 3 ft. 6 in. gauge at a cost of £550,000, with the Bechstein-Koppel Gesellschaft as contractor. The ruling gradient [was] 1 in 66 with a minimum curvature of 656 ft. This work was completed during 1913. The Swakop River at Okahandja [was] spanned by a bridge 350 ft. long, and there [was] a smaller bridge at Otjihavera. About the same time, the coastward section from Karibib to Swakopmund was practically abandoned in favour of the alternative route provided by the Otavi Railway. In fact, the settlers in the Swakop Valley, who asked for a short railway to link them with Swakopmund, were promised in November 1913, that the material from the disused 92 miles of the State line between Swakopmund and Kubas would be used for this purpose, but it was not done.” [1: p123]
An image showing an armoured train in South West Africa during World War I, 1914-1918, can be found here [29] The South African army invaded the German colony of South West Africa in March 1915 overrunning the much smaller German forces.
Wikipedia tells us that, “With the outbreak of World War I, the German Schutztruppe military unit retreated from the coast, and withdrew into the inland. In the process, the Schutztruppe destroyed the Otavibahn, and the old Staatsbahn towards Karibib, as far as Rössing.” [5]
The Staatsbahn was abandoned but this was not the case with the Otavibahn. In 1914, “British troops … moved forward from the British enclave of Walvis Bay, and by the end of 1914 they had built a 37 km (23 mi) long 3 ft 6 in (1,067 mm) railway to Swakopmund. The Otavibahn was also reconstructed in 3 ft 6 in (1,067 mm) as far as Usakos, and the section between Usakos and Karibib was realigned. The network north of Usakos remained in 600 mm (1 ft 11 5⁄8 in) gauge; the workshop for both gauges was consolidated in Usakos, and the one in Karibib was closed.” [5]
Lee tells us that by 1917 the Staatsbahn line from Karibib to the coast had ceased to exist. “the line between Karibib and Rossing (95 miles), the 10-mile branch from Jakalswater (built to carry water from the Swakop River at Riet), and the Kubas military line (4.5 miles), were lifted and removed to provide material for Tanganyika and the Union of South Africa.” [1: p123]
Lee goes on to confirm that the Union forces, in the course of their invasion of German South West Africa, “laid a 3 ft. 6 in. line for 100 miles inland from Swakopmund to Kranzberg along the original track of the Otavi line, which the Germans had wrecked in their retreat. This was completed in August, 1915. The construction of a new 12.5-mile section, of the same gauge, from Kranzberg to Karibib, was completed in July 1915, and again connected the Otavi Railway with the [NSR]. Thus, in August 1915, there was continuous communication of uniform gauge for the first time from Swakopmund to points south of Windhoek. As strategic railways had meanwhile linked the Union Railways with those of South-West Africa on 25th June 1915, a through railway of 1,635 miles was provided between Walvis Bay and Cape Town.” [1: p123]
Also during the first world war, a new railway from South Africa was constructed – “as an extension of the De Aar-Prieska Railway – to achieve a secure supply route for … South African troops. In 1916, the line was connected to the German network at Kalkfontein (now Karasburg).” [5]
“With the linking of the Kranzberg-Tsumeb 2ft-gauge line to the workshops at Usakos by means of a third rail between Usakos and Kranzberg on the 3-ft. 6-in. gauge track of improved location, the 9-mile section from Karibib to Onguati was no longer of value, and it was uplifted in 1924.” [1: p123]
“The former Otavi Railway system [was] therefore represented [in 1952] by about 100 miles of 3 ft. 6 in. line on the coastward section, part of the main railway system of South-West Africa, and 307 miles of 2ft-gauge farther inland. [In 1952, there were] also various private branch lines (some disused) connected with the 2ft section. [In 1952], the present main line of this gauge [was] from Kranzberg to Tsumeb, some 251 miles, on which one train in each direction [was] run two days a week.” [1: p123]
Wikipedia continues: Under South African/British occupation, the following lines were established (listed by first year of full operation): [5][10]
1914: Walvis Bay–Swakopmund in 3 ft 6 in (1,067 mm). [5]
1915: Swakopmund–Karibib: Reconstruction in 3 ft 6 in (1,067 mm). [5]
1915/1916: (De Aar)–Nakop (border)–Kalkfontein in 3 ft 6 in (1,067 mm). [5]
1921: Otjiwaronge–Outjo 600mm gauge (based on German preparations). [5]
1929: Windhoek–Gobabis railway in 3 ft 6 in (1,067 mm). [5]
From 1958: the Otavibahn north of Usakos was gradually regauged to 3 ft 6 in (1,067 mm), with the new line being laid parallel to the existing line, but largely on new foundations; the new line was in operation from 1961. [5]
“From August 1915 the Namibian railway network was operated de facto by South African Railways, and this arrangement became official in 1922. … From 1959, steam locomotives were gradually replaced by diesel locomotives, for which an engine-house was built in Windhoek. This made operations very much easier, because water is in short supply in Namibia, and the coal needed to heat the water in the steam locomotives also had to be procured from the Transvaal.” [5]
The Namibian Network in the 21st century
In the 21st century, the rail network of Namibia is operated by TransNamib. As of 2017, the Namibian rail network consisted of 2,687 km of tracks. [11]
The railway line from Windhoek to Kranzberg is 210 kilometres (130 miles) long and was completed in 1902. [10]
Windhoek (capital – junction)
Okahandja
Karibib (proposed cement works)
Kranzberg (junction Tsumeb v Windhoek)
After the aerial image immediately below, the next three images form a kind of ‘tryptic’ which shows the TransNamib train yard and station at Windhoek. Taken together they show the full site. …
Wikipedia tells us that “the station was built in a Cape Dutch-style and is located on Bahnhof Street. An additional northern wing was constructed by South African Railways in 1929 to match the existing style of the building. … The station also houses the small Trans-Namib Railroad Museum which outlines Namibian transport history, particularly that of the railway. Opened on 1st July 1993, the exhibition consists of a wide range of railway equipment, maps and related items which date back to German colonial times. Another part of the exhibition is dedicated to Namibian Airways history and Namibian Maritime history. … Across from the entrance [to the station] stands the German locomotive ‘Poor Ole Joe’, one half of a South West African Zwillinge, No 154A, the sole surviving specimen of this type of steam locomotive. It was originally shipped to Swakopmund in 1899 and reassembled for the run to Windhoek” [23][24]
Namibia Scientific Society posted the following on Facebook on 9th June 2020: Poor Ole Joe is a 600mm-gauge steam locomotive “and was manufactured in 1900 by Henschel & Sohn GmbH, Kassel, Germany, under the serial number 5376. It was put into operation in 1904 and operated on the Swakopmund – Windhoek route. The steam locomotive was taken out of service in 1939 after traveling approximately 371,000 miles.” [25]
There is some uncertainty over the date of fabrication of the locomotive. Perhaps the two years mentioned relate to a date when the locomotive was shipped from the factory and the date of completion of the reassembly in Swakopmund?
The railway line from Kranzberg to Walvis Bay is 201 kilometres (125 miles) long. The section between Kranzberg and Swakopmund was completed in 1902. In 1914, an extension to Walvis Bay was commissioned; the rails were laid close to the shore of the Atlantic Ocean. In 1980, this extension was replaced by an alternative route behind the dunes that allowed for higher axle load. [10]
Kranzberg (junction Tsumeb v Windhoek)
Usakos
Arandis (crossing loop)
Swakopmund
Walvis Bay (port)
Looking back Northeast towards Kranzberg Railway Station from the B2. [Google Streetview, 2024]Looking Southwest along the railway towards Usakos’, Arandis and Swakopmund. [Google Streetview, 2024]
Key locations along the line to Swakopmund are illustrated below: …
Before having a look at the Rossing Uranium Mine, it is worth a quick diversion Northwest of the station and marshalling yard shown above. The Namibia Institute of Mining & Technology is host to a plinthed display of a locomotive and carriages from the old 2ft-gauge railways of Namibia.
This image shows a complete (but short) 2ft-gauge train at the Namibia Institute of Mining and Technology. [Google Streetview, 2024],
This train was once on display in Windhoek. It was moved to the Namibia Institute of Mining Technology (NIMT) outside Arandis. and restored with the help of Wesbank Transport and AWH Engineering, Rigging and Rentals. The locomotive, is a Henschel Hb 56. The locomotive and its wagons were in use between Usakos and Tsumeb between 1906 and 1959. The South African Railways then donated it to the National Museum in Windhoek and in 1964 it was placed in front of the Alte Feste, but it was too close to the Reiterdenkmal and was moved in 1974 to the southern side. The train consists of the locomotive, a coal wagon, a closed goods wagon, a passenger coach for first and second class and a wagon in which the conductor travelled with the mailbags, milk and cream cans that were picked up along the route. The passenger coach could transport 16 passengers. The first-class passengers could sit on upholstered seats while the second-class passengers sat on plain wooden benches. The two classes were divided by a small washroom. The conductor’s wagon was destroyed in 2007 when it was set alight by a homeless person who slept in the train and made a fire. The boilermaker and carpentry students at NIMT renovated the train. [35]
“The locomotive is from the class Hb 0-6-2T. Of the 15 locomotives built by Henschel for the Otavi line between 1905 and 1908, six were absorbed into the SAR. The engines had Allan valve gear and often ran with an auxiliary tender attached which contained both coal and water.” [36]
Walvis Bay was a British enclave in German South West Africa. The first narrow gauge railway in the British ruled Cape Colony was in Walvis Bay. Initially projected merely to connect the jetty with the town, the Walvis Bay Railway was opened in 1899 and ran for twelve miles up north to the German border at Plum. [17]
“On 6th March 1899 the Agent General for the Cape of Good Hope ordered a “Sirdar” class locomotive named ‘Hope’ which was almost as long in transit to Walvis Bay – where it arrived on 22nd August 1899 on board the British barque Primera – as it had been in the building. Because of the extremely light nature of the track (12 lb. rail with sleepers spaced three feet apart) HOPE was provided with an additional pair of carrying wheels at both ends. Thus the standard 0-4-0T type was converted to a 2-4-2T type. Even so the maximum axle load of ‘Hope’ in working order would be about 1¾ tons, which is considerably more than today’s suggested figure for this category of track of 1 ton 4 cwt. Within six years the railway was virtually moribund and by 1915, ‘Hope’ had been laid aside and forgotten. That was because the Germans preferred to use their own harbour in Swakopmund.” [17][18]
Two works photographs of ‘Hope’: in the one with the valance (wheel cover) raised, one of the smaller carrying wheels can just be made out on the left of the picture. [17][18]
Kranzberg-Otavi
The railway line from Kranzberg to Otavi is 328 kilometres (204 miles) long and was completed in 1906. [10]
Kranzberg (junction Tsumeb v Windhoek)
Omaruru
Kalkfeld (short siding)
Otjiwarongo (junction for Outjo)
Otavi
Kranzberg Railway Station has already been featured above. The next images show the line from there to Otavi. …
Kranzberg Railway Station. [Google Streetview, June 2025]
The loop allows trains from Windhoek to access the route to Otavi without reversing. That line running towards Otavi sets off from Kranzberg in a Northeasterly direction crossing a series of dry watercourses and gradually taking a more northerly course before encountering the D2315 (a dirt road).
From Kalkfeld the line heads in a generally Northeasterly direction towards Otjiwarongo.
As on the earlier length of the line, we see it crossing a number of dry river beds. [Google Maps , June 2025]
The next five images are a sequence which shows a long passing loop, perhaps halfway towards Otjiwarongo.
A sequence of five images shows a passing loop. The sequence has the Northeast end of the loop in the first of the five images and the Southwest end of the loop in the fifth image, immediately above. [Google Maps, June 2025]
The next five images show a sequence of structures over dry river beds
Five bridges spanning dry watercourses. [Google Maps, June 2025]This photograph is taken from the C33 which has followed the railway Northeast towards Otjiwarongo. [Google Streetview, 2024]Approaching Otjiwarongo, this photograph faces East-northeast from alongside an ungated crossing around 50 metres Southeast of the C33. [Google Streetview, 2024]This photograph faces East-northeast along the approach to Otjiwarongo Railway Station. The road from which it is taken is the C38. [Google Streetview, 2024]Otjiwarongo Railway Station is a junction station with line onward to Otavi and Outjo. [Google Maps, June 2025]Otjiwarongo Railway Station building. [Google Streetview, 2024]Otjiwarongo Goods Shed. [Google Streetview, 2024]In 1912, Henschel built three 2-8-2 tender engines No. 40, No. 41 and No. 42 for the Otavi line for use on the Swakopmund-Karabib section. No. 41 is plinthed outside Otjiwarongo Railway Station. Like many other SWA locos they had dust covers to protect the motion. The carrying wheels were arranged as radial axles. As there were no separate bogie truck, the axle boxes were guided in such a way that the wheels could move radially with respect to the frame. At that time the railway was a 2ft-gauge line [Google Streetview, 2024] More information can be found here. [39]
The line to Otavi continues heading Northeast. …
The line to the Northeast of Otjiwarongo Railway Station. [Google Maps, June 2025]At the bottom-left of the image above the line crosses the C33 at an ungated crossing. [Google Streetview, 2024]A closer satellite view of the length of the line to the Northeast of the C33. A few sidings serve industries to the South of the line. The road at the centre of the image running North-South is Industria Street. [Google Maps, June 2024]Looking West from Industria Street. [Google Streetview, 2024]Looking Northeast from Industria Street. [Google Streetview, 2024]The B1 to the Northeast of Otjiwarongo bridges the line. This view looks Southwest towards the railway station. [Google StrLooking Northeast towards Otavi from the B1. [Google Streetview, 2024]The line runs parallel to the B1 heading Northeast. [Google Streetview, July 2024]Looking Northeast along the line from an ungated crossing at the D2430. The B1 can just be seen on the left of this image. [Google Streetview, July 2024]A little further Northeast this photograph, taken from the B1, shows a minor road crossing the railway at an ungated crossing. [Google Streetview, July 2024]As we travel Northeast, the landscape becomes greener. This another view looking East from the B1 and shows another ungated crossing of a minor road. [Google Streetview, July 2024]The line passing under the B1. The landscape has changed. The line is running through dense shrubs and small trees. [Google Streetview, 2024]In Otavi, this is Phyllis Street. It crosses the line at the Southwest end of the station site. [Google Streetview, 2024]Otavi Railway Station and turning triangle. [Google Maps, June 2025]Otavi Railway Station building. [Google Streetview, 2024]
It is worth noting here that the original gauge of the line from the coast to Otavi and Tsumeb was originally built to 2ft-gauge. Later it was converted to 3ft 6in gauge. The line was built for the Otavi Mining and Railway Company (Otavi Minen- und Eisenbahn-Gesellschaft or OMEG). The company was founded was a railway and mining company in German Son 6th April 1900 in Berlin with the Disconto-Gesellschaft and the South West Africa Company as major shareholders. [41]
The first locomotives designed for regular service were fifteen 22-tonne 0-6-2T locos built by Arn. Jung. [41][42: p45] Henschel & Sohn built twelve locomotives similar to the Jung design and three 0-6-0T locos. [41][42: p45] Twenty 8-wheel auxiliary tenders carrying 8 cubic metres of water and 3.5 tonnes of coal were built to enable these tank locomotives to complete longer runs. [41][42: p45][43: p65] Henschel & Sohn built three HD class 2-8-2 in 1912 with separate 8-wheel tenders for long-distance running. [42: p47] These locomotives weighed 59 tonnes (including the 26-tonne tender) and remained in service for 50 years as the 2-8-2 type became standard for the railway. [41]
By 1913, train service included 4 express trains, 14 mixed trains, and 29 freight trains each week. [42: p39] Express and mixed trains included a baggage car, a car for African passengers, and a coach for first and second class passengers. [42: p39] The passenger coaches carried concrete ballast in a depressed center section to minimize the possibility of wind tipping a lightly loaded car off the rails. [43] Express trains stopped only at designated stations, but other trains would stop at intermediate points when transport was required. [42: p39] Equipment included: 96 low-side ore gondolas; 55 high-side gondolas; 20 limestone gondolas; 20 boxcars; 12 tank cars; 4 stock cars; 3 passenger coaches; and an executive business car with a kitchen, a bathroom, and an office convertible to a bedroom at night. [41][42: p42][43: p65]
There were also some self-powered steam rail cars with a coal bunker, a mail compartment, 2 compartments for Europeans, and 4 for Africans. [41][42: p36]
Otavi-Grootfontein
The railway line from Otavi to Grootfontein is 91 kilometres (57 miles) long and was completed in 1908. [10]
Otavi (junction for Grootfontein)
Grootfontein (branch terminus)
Otavi Railway Station, seen from the C39 at the Northeast end of the station site. [Google Streetview, 2024]From the same location on the C39 a wider view shows the sidings at Otavi Railway Station [Google Streetview, 2024]Turning through approximately 180° and looking Northeast, the line to Tsumeb runs towards the hills at the left of the image. The line to Grootfontein curves away to the right. [Google Streetview, 2024]Looking back towards Otavi Railway Station from the ungated crossing on Josef Buchholz Avenue. [Google Streetview, 2024]Turning through 180°, this is the view Sputheast from Josef Buchholz Avenue towards Grootfontein. [Google Streetview, 2024]Heading Southeast out of Otavi the line to Grootfontein passes under the B1. This is the view along the line from the road and bridge. [Google Streetview, 2024]Out of Otavi, the line soon starts to accompany the B8 in its journey East. This photograph is taken from the B8 and shows an ungated crossing on a minor road. [Google Streetview, 2024]An ungated crossing provides access from the B8 into Kombat. The road is the D2863. This is the view East at the crossing. [Google Streetview, 2024]
The line turns away from the B8, to the North. As it does so it crosses the D2860 at an ungated crossing.
The line to Grootfontein crosses the D2860 at an ungated crossing. [Google Streetview, 2024]
The line follows the D2860 and then the D2905 before passing under the B8, as it heads for Grootfontein.
An ungated crossing to the South of the D2905. [Google Streetview, 2024]The view ahead along the line towards Grootfontein from the B8. [Google Streetview, 2024]The view towards Grootfontein from a minor road ungated crossing. [Google Streetview, 2024]Much closer to Grootfontein, another view East along the railway. [Google Streetview, 2024]The fuel depot at Grootfontein. [Google Maps, June 2025]Grootfontein Railway Station. [Google Maps, June 2025]Grootfontein Railway Station in 2007. This image was shared on the African Railway Station Stopping Places Facebook Page In 2012. [46]Grootfontein Railway Station goods depot in 2007. This image was shared on the African Railway Station Stopping Places Facebook Page In 2012. [47]
Grootfontein railway station is being converted into a logistics hub for business with the DRC and Zambia.
At the moment, trucks from the DRC, Zambia or Namibia travel about 2,500 kilometres from Walvis Bay harbour to Lubumbashi. With the introduction of the Grootfontein hub, these trucks will travel a distance of about 1,400 kilometres. TransNamib is prepared to dedicate four trains a week for this business idea. [44]
Immediately to the East of the railway station the line turns to the South and is clearly not well used and significantly overgrown in places. [Google Maps, June 2025]After a few hundred metres the line turns to the East. It can clearly be made out towards the bottom of this satellite image. [Google Maps, June 2025]The line continues East and passes under the D2830. [Google Maps, June 2025]Looking West from the D2830, a short length of the line can be seen just to the right of the centre of this image. [Google Streetview, 2024]To the East of the D2380 a series of sidings still exist. [Google Maps, June 2025]It is harder to make out the sidings in this view. The photograph looks East from the D2380. [Google Streetview, 2024]These last two satellite images show the extent of the tracks in the industrial area to the East of the D2380. [Google Maps, June 2025]
Otjiwarongo-Outjo
Otjiwarongo (junction for Outjo)
Outjo (railhead)
Otjiwarongo Railway Station is illustrated above. The railway line from Otjiwarongo to Outjo is 69 kilometres (43 mi) long. The first 26 kilometres (16 mi) were completed under the German colonial administration in 1914/1915; the railway line was named Amboland Railway in reference to the territory of the Ovambo people. The link to Outjo was completed in 1921 under South African rule. [10]
The branch line to Outjo can be seen turning away North from the line to Otavi. [Google Maps, June 2025]The branch line crossed the C33 at an ungated crossing. This photograph looks South from the C33 towards Otjiwarongo Railway Station. [Google Streetview, 2024]Turning through 120°, or perhaps more, standing on the C33, the rails of the line to Outjo disappear into the vegetation. The line has clearly not been used for some time. However, we will see that much of the line to Outjo remains in place and perhaps could be renovated should the need arise. [Google Streetview, 2024]The line curves round towards the West. On the way it appears often out of the undergrowth. Here, this minor road crosses the old railway and the signs still stand proudly either side of the line, either side of the railway. [Google Streetview, 2924]The road shown above appears bottom-right of this image. [Google Maps, June 2025]The line then heads Southwest for a while before gradually turning through the West to the Northwest. [Google Maps, June 2025]The line appears out of the brush quite often and sometimes for significant distances, as these two. [Google Maps, June 2025]These two images are typical of what can be seen on satellite imagery. The line appears out of the brush quite often and sometimes for significant distances. [Google Maps, June 2025]The line turns through West to Northwest. [Google Maps, June 2025]It continues, Northwest. [Google Maps, June 2025]One passing loop appears out of the undergrowth. [Google Maps, June 2025]Here it can be seen crossing another minor road. [Google Maps, June 2025]And then a tarmac road. All crossings are ungated. [Google Maps, June 2025]
The next series of six photographs show sidings parallel to the running line. This location is more than just a passing loop but I have not been able to establish whether a specific local industry was the reason for the sidings. The photographs run in sequence Southeast to Northwest. …
The last of six photographs of sidings adjacent to the line to Outjo. [Google Maps, June 2025]
The next sequence of four photographs shows a passing loop on the line. In sequence, these photographs run from the Southeast to the Northwest. …
In 2005, a new 89 km section of Northern Railway from Tsumeb to Oshivelo was opened by President Sam Nujoma, as part of the “Northern Extension” of the railway link from Kranzberg to Otavi. Construction on the project’s second phase, a 59 km stretch from Ondangwa to Oshikango on the Angolan border at a cost of about N$329m, was scheduled to be completed by December 2007. Ondangwa Station opened in 2006 for freight.
In phase 3, a 58 km branch from Ondangwa to Oshakati was constructed at an estimated cost of N$220m, for completion in December 2008. For the future a connection from Oshikango to a point near Cassinga is planned on Angola’s southern railway system. [11][13][14]
The Ondangwa-Oshikango line was officially opened by President Hifikepunye Pohamba in July 2012. In order to keep the system operational and safe, provincial governor Usko Nghaamwa implored local residents to stop stealing railroad ties and sections of the wire fence. [11][15]
Otavi (junction for Grootfontein)
Tsumeb
Ondangwa (junction)
Oniipa (road bridge)
Onjdiva [11][14]
Namacunde [11][16]
Oshakati
Oshikango (Angolan border)
The C39 crossed the railway immediately to the North of Otavi Railway Station. as we have already noted, this view from the ungated crossing shows the branch to Grootfontein heading away to the right and the line North-northeast to Tsumeb heading for the distant hills. [Google Streetview, 2024]
The journey towards Tsumeb runs uneventfully over flat ground surrounded by shrub and small trees, heading North-northeast, until it reaches Ohorongo Cement Works.
An aerial view of the works can be found here. [48] That view looks North across the Works and shows the railway and a dedicated branch to the Works in the background.
Ohorongo Cement Works. [Google Maps, June 2025]The passing loop and access to the cement works’ private sidings. [Google Maps, June 2025]The dedicated siding can be seen leaving the main line at the Southwest end of the passing loop. [Google Maps, June 2025]The siding curves round along the Northeast side of the Works. [Google Maps, June 2025]The siding ends towards the Northeast corner of thecsite
The railway continues Northeast over largely unremarkable flat terrain, before turning East, encountering one arm of the B1 and then a triangular junction.
Encyclopedia Britannica tells us that “In 1851 Sir Francis Galton, a British explorer, made note of copper ore deposits in the vicinity of what later became the town of Tsumeb. An Anglo-German company acquired mining rights for the Tsumeb area in 1903. Southwest of Tsumeb is the site of the final German troop surrender to South African forces in World War I. The town remained a small copper-mining centre until the Tsumeb mine was purchased in 1947 by a largely U.S.-based corporation. It has since been developed as a planned company town (although ownership of the mine has changed hands several times), exploiting mineral deposits that include significant amounts of lead and copper as well as zinc, cadmium, silver, and germanium (a metalloid element used as a semiconductor). An integrated copper and lead smelter treats concentrates from Tsumeb and other mines. Owambo labourers are the chief contract workers.” [50]
The mine, owned by Dundee Precious Metals sits to the East of the B1.
The line to the North of Tsumeb left the triangular junction to the West of the town heading first to the West and then to the Northwest and then directly North alongside the D3007, before turning West-northwest again.
Looking Southeast from the B1 towards Tsumeb. [Google Streetview, 2022]Looking Northwest from the B1 along the line towards Omuthiya. [Google Streetview, 2022]The ungated crossing at the D3007. [Google Maps, June 2025]
After a few kilometres on a West-northwest heading, the line then turns to the North-northwest and runs parallel to the B1 for some considerable distance.
The B1 and the railway converge and head North-northwest. [Google Maps, June 2025]The line seen from the B1. [Google Streetview, 2022]The ungated crossing on the D3004. [Google Streetview, 2022]The view North-northwest along the line from the ungated crossing on the D3001. [Google Streetview, 2022]The line diverges from the B1 just to the South of the River Owambo. Both the railway and the road cross the river in this satellite image. [Google Maps, June 2025]Triangle on the South side of the D3610 at Oshivelo. [Google Maps, June 2025]Oshivelo Railway Station on the North side of the D3610. [Google Maps, June 2025]Looking South East from an ungated crossing just to the Southeast of Omuthiya Railway Station. [Google Streetview, 2022]Looking Northwest from the same ungated crossing into the site of Omuthiya Railway Station. [Google Streetview, 2022]Omuthiya Railway Station. [Google Maps, June 2025]The line to the Northwest of the station, seen from the South. [Google Streetview, 2024]A short distance further up the line looking back towards Omuthiya. [Google Streetview, 2024]A little further Northwest again, this time looking North towards Ondangwa. [Google Streetview, 2024]Looking back towards Omuthiya from the ungated crossing on the D3603. [Google Streetview, 2024]At the same ungated crossing, this photograph is taken looking forward towards Ondangwa. [Google Streetview, 2024]Two culverts then take the line over the dry channel of the River Gwashigam. [Google Maps, June 2025]Looking back Southeast from the bridge carrying the D3622 over the line on the approach to 0ndangwa. [Google Streetview, 2024]Looking Northwest from the same bridge towards Ondangwa. [Google Streetview, June 2025]Looking South-southeast from an ungated minor dirt road crossing closer to Ondangwa Railway Station. [Google Streetview, 2024]Looking West-northwest towards Ondangwa. [Google Streetview, 2024]Ondangwa Railway Station and turning triangle. [Google Maps, June 2025]Looking South East from the B1 overbridge into the site of Ondangwa Railway Station. [Google Streetview, 2024]The view West from the same bridge across the turning triangle, the arm on the right leads to the line heading North towards the Angolan border. [Google Maps, June 2025]Fuel depots sit alongside the line as it heads North. [Google Maps, June 2025]Looking North from the bridge carrying the C45 over the railway which is now closing in on the railhead on the Angolan border. [Google Streetview, 2024]
The next three images are a sequence of North-facing photogra
The last photograph on the northern line is a satellite image showing the railhead
The railhead in Oshikango at the Namibia/Angola border. [Google Maps, June 2025]
References
Charles E. Lee; The Longest Narrow-Gauge Railway; in The Railway Magazine, February 1952, Tothill Press, Westminster, London, p121-123.
Helmut Schroeter; Die Eisenbahnen der ehemaligen deutschen Schutzgebiete Afrikas und ihre Fahrzeuge = Die Fahrzeuge der deutschen Eisenbahnen 7 [The Railways of the former German Protectorates in Africa and their Rolling Stock = the Rolling Stock of the German Railways 7]. (in German); Verkehrswissenschaftliche Lehrmittelgesellschaft, Frankfurt am Main, 1961.
Helmut Schroeter and Roel Ramaer; Die Eisenbahnen in den einst deutschen Schutzgebieten: Ostafrika, Südwestafrika, Kamerun, Togo und die Schantung-Eisenbahn: damals und heute [German colonial railways: East Africa, Southwest Africa, Cameroon, Togo and the Shantung Railway: then and now] (in German and in English); Röhr-Verlag, Krefeld, 1993.
Brenda Bravenboer and Walter Rusch; The First 100 Years of State Railways in Namibia; TransNamib Museum, Windhoek, 1997.
According to Schroeter; Bravenboer does not mention this line.
Frederic J. Shaw; Little Railways of the World; Howell-North, Berkeley, California, 1958.
Dick Andrews; Extra Narrow Gauge Junction: Otavi Ry., State Northern Ry. in South Africa [sic]; in Narrow Gauge and Short Line Gazette, Volume 16 No. 1, 1991, p63–66.
The Modern Tramway reported in December 1950 on the purchase by the Sudan Light & Power Company of the new 4-motor bogie tramcars. The bogies and equipment were being “supplied by the English Electric Company and the underframes and bodies by Charles Roberts and Company Ltd., under sub-contract to the English Electric Company. All motor tramcars and trailers [were to] be fitted with air brakes. As will be seen from the drawing reproduced, the body design [was] a pleasing example of modern British practice. The trailer cars [were] of similar outline.” [1: p270]
I published an article about the railways/tramways of Sudan in May 2022. That article can be found here. [7] This present article should be seen as an addendum to that article.
The image is embedded from Getty Images. It is a high-angle view of pedestrians, cars and an EEC tram &n trailer at the tram terminus in Omdurman, Sudan, circa 1955. The tramline connects Omdurman, on the west bank of the River Nile, with Khartoum. (Photo by Three Lions/Hulton Archive/Getty Images). [4]
The Modern Tramway continues:
“Electric tramway operation in Khartoum began on 16th January, 1928 when the line from Khartoum North to Omdurman via Khartoum and the White Nile Bridge was opened. The Khartoum Tramways were the first electric tramways in the Sudan and transport in the city and outskirts had been previously provided by two steam tramway lines, which were closed on the opening of the electric line.” [1: p270]
The Modern Tramway describes the electric tramway which replaced the steam-powered trams:
“The present rolling stock of the 3ft. 6 n. gauge Khartoum tramways consists of 16 single-truck motor trams, 15 4-wheel trailers, one 4-wheel electric locomotive and 30 goods trucks. All the stock was built by the English Electric Company Ltd. Four passenger services are operated, viz:
Khartoum Central Station Omdurman Central Station (5 miles).
Khartoum Central Station Khartoum North (3) miles).
Omdurman Central Station Abu Rouf (14 miles).
Circle (12 miles).” [1: p270]
“Headways are 18, 20, 20 and 30 minutes respectively. In addition a freight service is operated between Khartoum railway station and Omdurman. The main Iine begins at Khartoum North (where it made end on junction with a steam tramway to Shabat Reach, a service now operated by motor buses) and shortly turns south to cross the Blue Nile; on gaining the other bank, the line turns east, passing through the main part of Khartoum and running parallel to the Blue Nile. On this section there is the main depot and a large loop which runs round to the Central Station and the back of the city before turning north to rejoin the main line. At Mogren Point, the main line crosses the White Nile and immediately turns north towards Omdurman; this city stretches for 6 miles along the river and during the régime of the Mahdi it became the capital of his empire. The city is memorable for the battle fought outside its walls in 1898 between the followers of the Mahdi and the British. Some distance after turning north, there is another depot at Zaptia, on the western side of the line. At Omdurman Central Station the tramway turns east, back towards the river Nile, which it reaches at Abu Rouf, the final terminus. From this point, there is a ferry service to the terminus of the former steam tramway at Shabat Reach on the other side of the Nile. The tramways are all single-line-and-loop and there are several goods sidings. In 1948, 8,883,851 passengers were carried, whilst goods traffic averages 12,000 tons yearly.” [1: p270-271]
“At the time of the inauguration of the electric tramways it was thought that due to the very dry nature of the ground in Khartoum, satisfactory earth points could not be obtained for earthing the track for a track return system. It has since been established that it is possible to provide earth points, and the new trams will operate on the normal single overhead and track return system.” [1: p271]
The Modern Tramway acknowledged the help of the Sudan Light and Power Company Ltd., who provided the information on which these notes are based.
References
Modern British Tramcars for Khartoum; in The Modern Tramway Vol. 13 No. 156, London, December 1950, p270.
A report from The EastAfrican, 21st October 2024. [1]
On Monday 14th October 2024, Uganda signed a deal with Turkish firm Yapi Merkezi for the construction of the standard gauge railway (SGR) from Malaba to Kampala, after a 16-year wait.
When completed, the $2.9 billion-dollar electric rail project is expected to reduce transportation costs and increase the efficiency of the rail transport system in Uganda.
Construction of Uganda’s 273km SGR line, expected to be completed in four years, has started without a lender bankrolling the project, and authorities say it will be commissioned in the first week of November.
The EastAfrican has learnt that in this financial year, the SGR was allocated $40.8 million for compensation of project-affected persons. Canon Perez Wamburu, coordinator of Uganda’s SGR Unit, said the total budget is close to $49 million.
The Finance ministry has identified American lender Citi Bank to syndicate a loan of about $3 billion.
Uganda is under pressure from Tanzania and Kenya, which have SGR systems, to build its section to facilitate a synchronised regional rail network. Kenya is also working on extending its SGR line from Naivasha to Kisumu and on to Malaba.
“The two systems will be connected and will be seamless. We support our Kenyan friends in doing that. And the timelines agreed on with the Kenya brothers will be met,” said Gen Katumba Wamala, Uganda’s Works and Transport minister.
He explained that the two countries agreed that by the time the Malaba-Kampala SGR section reaches Kampala, the Naivasha-Kisumu-Malaba section will also be ready.
Uganda plans to develop 1,700km of SGR network covering Tororo to Gulu and Nimule at the South Sudan border, with a spur from Gulu to Pakwach and Vurra at the Democratic Republic of Congo border.
A western line will run from Kampala to Bihanga and Kasese-Mpondwe at the DR Congo border, with a spur southward from Bihanga to Mirama Hills at the Uganda-Rwanda border and another to Muko, Kabale.
Wikipedia tells us that the Ugandan SGR network will be part of a much wider SGR rail network in East Africa:
“The Uganda Standard Gauge Railway is a planned railway system linking the country to the neighboring countries of Kenya, Rwanda, Democratic Republic of the Congo and South Sudan, as part of the East African Railway Master Plan. The new Standard-gauge railway (SGR), is intended to replace the old, inefficient metre-gauge railway system. The entire 1,724 kilometres (1,071 mi) SGR in Uganda will cost an estimated $12.8 billion.” [3]
“This 1435 mm (4 ft 8 1⁄2 in) railway line is intended to ease the transfer of goods between the port of Mombasa and the Ugandan capital of Kampala, and subsequently to Kigali in Rwanda, and to Beni in the Democratic Republic of the Congo and to Nimule and Juba in South Sudan. Goods would travel from Mombasa along the Kenya Standard Gauge Railway to Malaba, at the border with Uganda, and transfer on to this railway system.” [2]
“In March 2019, during a state visit to Kenya, President Yoweri Museveni of Uganda and his host, President Uhuru Kenyatta of Kenya, jointly publicly committed to extend the Kenyan Standard Gauge Railway to Uganda. Completing the critical missing link to the Kenyan SGR would then unlock the funding for Uganda’s Malaba–Kampala line. As of October 2023, the Naivasha–Malaba section of Kenya’s SGR has not been constructed.” [2] It seems that, in October 2024, a renewed commitment has been made to complete the SGR to the border with Uganda.
In Uganda the SGR network will consist of four main sections:
“Malaba–Kampala Section
Also referred to as the Eastern Line, this section will stretch from the border with Kenya at Malaba, through Tororo and Jinja, to end at Kampala. The distance of this section is approximately 219 kilometres (136 mi).[5] The entire Malaba–Kampala section, measuring 273 kilometres (170 mi) with associated train stations and railway yards, is budgeted to cost US$2.3 billion. Once funding is secured, the construction of the Eastern Line is expected to last 42 months.
Tororo–Gulu Section
Also referred to as the Northern Line, this section will extend from Tororo, through Mbale and Lira to Gulu, a distance of approximately 367 kilometres (228 mi). From Gulu, one spur will continue north to Elegu and on to Nimule and Juba in South Sudan. The section in Uganda measures approximately 106 kilometres (66 mi). Another extension stretches from Gulu southwestwards through Pakwach to end at Goli at the Border with the Democratic Republic of the Congo, a distance of approximately 187 kilometres (116 mi).
Kampala–Mpondwe Section
This is referred to as the Western Line. It will start in Kampala and pass through Bihanga in Ibanda District, continuing on to Mpondwe at the border with DR Congo, a distance of about 430 kilometres (267 mi).
Bihanga–Mirama Hills Section
This is also referred to as the Southwestern Line. It will stretch from Bihanga through Ibanda and Mbarara to end at Mirama Hills, at the border with Rwanda, a distance of about 191 kilometres (119 mi).” [2]
The Wikipedia article continues:
“The construction was expected to be financed by the government of Uganda, using borrowed money from the Exim Bank of China. However, the lender has been unwilling to approve the loan until Kenya finalizes the funding arrangement for the Naivasha–Kisumu–Malaba section of its SGR.
In January 2023, the Ugandan government terminated the contract that it had signed with China Harbour Engineering Company (CHEC) to build the Kampala–Malaba section of the Ugandan SGR, on account of ‘failure to execute’ for eight consecutive years.
In May 2023, the government identified Yapı Merkezi Group from Turkey as the new engineering, procurement and construction (EPC) contractor. Funding is expected to be sourced from European banks. Works are expected to commence in 2024 starting with the 273 kilometres (170 mi) Kampala–Malaba section. The funding bank was later identified as Standard Chartered Plc of the United Kingdom.
In July 2023, the Ugandan and Kenyan cabinet ministers of transportation met in Mombasa. The communique issued at the end of the two-day consultations announced that going forward, the two countries will jointly explore funding sourcing for the Naivasha–Kisumu–Malaba portion of the Kenya Standard Gauge Railway. Together, the two countries are seeking at least $6 billion in new funding for their SGR projects from financiers in Europe and the Middle East.
In February 2024, both countries reaffirmed their commitments to build the Naivasha-Kisumu-Malaba section in Kenya and the Malaba-Kampala section in Uganda, starting in 2024. The Ugandan government has contracted the Yapı Merkezi Group from Turkey to build the 273 kilometres (170 mi) section between Malaba and Kampala at a contract price of US$2.9 billion. Work was expected to start in August 2024. As of August 2024, the Uganda government was working on finalizing the engineering, procurement and construction (EPC) documentation and obtaining approvals from relevant government bureaucrats. The construction distance from Malaba to Kampala is now reported as 332 kilometres (206 mi). Construction is expected to begin in [late] 2024.
On 14th October 2024, the government of Uganda signed the EPC documents with Yapı Merkezi to build the Malaba-Kampala section of the Uganda Standard Gauge Railway at a contract price of €2.7 billion (approx. USh10.8 trillion). Construction is expected to take four years and conclude in [late] 2028.” [2]
The Cross-Cultural Foundation of Uganda (CCFU) a non-governmental, not-for-profit organisation that promotes and appreciation of culture as vital for human development that responds to our diverse identities, with support from the European Union and SOGEA SATOM and the Uganda Railways Corporation established the Uganda Railway Museum. [4]
The museum highlights the important role that railways played in Uganda’s history and nation building. It is located along the Jinja-Iganga Highway at the Railway Station in Jinja City. It offers a varied programme that includes heritage theme nights, exploring a locomotive and coach, film recollections/stories, guided tours and access to a cafeteria. Part of the museum has been designed with young people in mind to support their learning and appreciation of Uganda’s history.
Welcome to Uganda’s Railways Museum! This image was posted on the Museum’s Facebook Page on 17th September 2024. [11]
The Museum’s formal opening ceremony took place in March 2022. It is now open for public visits every Tuesday to Sunday, 11:00am – 6:00pm at 5000 Ugandan shillings for adults and 2000 shillings for children.
While there are ongoing government efforts to revamp the railway transport with the rehabilitation of the northern line and the construction of the Standard Gauge Railway. The establishment of the railway museum complements the government of Uganda’s efforts to highlight the importance of railway transport by reinvigorating its interest among Ugandans.
B. Ugandan Old Railway Line Rehabilitation on Track
In January 2024, The EastAfrican reported that Uganda’s planned overhaul of the metre gauge railway to cut transport costs on the Northern Corridor and improve trade competitiveness had entered its final stages, even as the country faced a shortage of equipment, wagons, and trains.
The EastAfrican reported in January 2024 that Spanish firm Imathia Construction had completed replacing steel sleepers with concrete sleepers on the Namanve-Kampala section of the line, which was handed over to the Uganda Railways Corporation (URC) at the beginning of 2024. The contractor then embarked on the final section, Namanve-Mukono.
This would be the second section of the track to be completed after rehabilitation of the Tororo-Namanve line, including the line to Jinja Pier, which was completed a year ago.
While the Malaba-Namanve metre gauge track is now in fair condition, importers, exporters, and shippers remain sceptical about switching to rail, citing a shortage of rolling stock and inefficiency, which has resulted in 90 percent of traffic on the Northern Corridor being carried by road and only about seven percent is carried by rail because of the poor state of rail infrastructure. [5]
Uganda’s General Motors GL30 Locomotives
C. Restoring Uganda’s Railways: The Long Road Ahead.
Rothschild Jobi; Restoring Uganda’s Railways: The Long Road Ahead; in Infrastructure, Travel and Tourism, Uganda, 9th August 2024. [10]
“The Uganda Railways Corporation (URC) is now focusing on restoring railway infrastructure in up-country areas, a step taken months after the successful resumption of limited passenger services on the Kampala-Mukono route. This move comes as part of an effort to address the deteriorating state of the country’s railway system.
Table: Status of Uganda’s main railway lines in August 2024.
In April, the Kampala-Mukono route was reopened, offering passengers a 40-minute journey from Namanve to Kampala in the morning, with a return trip available in the evening. This was seen as a positive development, but it also highlighted the need for broader improvements across the railway network.
URC’s Head of Communications, Mr. John Linnon Sengendo, stated in an interview on Monday that the focus is now shifting to the up-country lines. He emphasized that the aim is to complete the railway network by restoring these lines, which have suffered from neglect over the years.
One such line is the Pakwach railway, which was originally constructed in 1964. It played a crucial role in transporting goods and passengers from Nebbi District. However, by the 1980s, the line fell into disrepair. Despite plans announced in 2005 to repair the Gulu-Pakwach line, it remains overgrown with vegetation, and the infrastructure has deteriorated significantly.
Mr. Daudi Onencan, a 68-year-old farmer in Pakwach, reminisced about the line’s past significance. He noted that the railway provided a cost-effective way for farmers to transport goods to markets in distant districts.
Pakwach District Chairperson, Mr. Robert Omito Steen, highlighted ongoing efforts to revive the railway line due to its importance for transporting bulky goods. Discussions with various line ministries have been ongoing, with the hope that these efforts will lead to the line’s restoration.
In 2016, feasibility studies and bush clearance were carried out to assess the state of the railway lines. These efforts raised hopes for the line’s revival, but the overgrowth has since returned.
Mr. Sengendo mentioned that the study results will inform the government’s next steps. He noted that the Ministry of Works and Transport has sanctioned a company to undertake the study, and the restoration of the railway line is a key objective. The broader SGR (Standard Gauge Railway) project also includes the Tororo-Gulu-Pakwach line.
In Mityana District, residents in several villages are resisting eviction from the railway reserve despite numerous warnings. The railway reserve, now occupied by residential and commercial buildings and gardens, faces challenges as some residents claim they unknowingly purchased land in the reserve from individuals who have since relocated.
Mr. Ssande Kafunda, Chairperson of Bbuye Village, reported that affected residents are seeking advice on how to handle the situation, as they were misled about the land’s status.
Mityana municipal mayor, Mr. Faustine Mukambwe, supports the railway rehabilitation and believes it will boost local development. He urged residents to embrace the project and mentioned that the municipal council is exploring new land for constructing a new abattoir, as the current one is situated in the railway reserve.
In 2014, over 80,000 encroachers on railway reserves in various areas were given 28 days to vacate to allow for railway transport revitalization. Despite these orders, many encroachers remain, although some have relocated.
Progress is being made on the Tororo-Gulu line, with rehabilitation efforts underway. The previously non-existent track is now being upgraded with new tracks, improved drainage systems, and enhanced level crossings.
Regarding the Eastern route, Mr. Sengendo indicated that there are no immediate plans to work on this line but assured that the public will be informed if the need for restoration arises.
Mr. Sengendo also mentioned that the government, through URC, is committed to enhancing both land and water railway infrastructure to improve service for Ugandans. The aim is to reduce transportation costs for both exports and imports, thereby lowering prices for goods and increasing export earnings.
Passenger services are nearing completion on the Kampala-Mukono route, which is expected to be fully operational by September. Work will soon commence on the Kampala-Kyengera and Port Bell routes, funded by the African Development Bank.
For cargo transport, new locomotives and wagons are being acquired to support the expanding network. Plans include procuring multipurpose wagon ferries for routes between Kisumu and Mwanza. The goal is to have both the Metre Gauge Railway and Standard Gauge Railway networks complement each other, as part of the East African Community’s efforts to improve the railway system.
In the Teso Sub-region, Kumi Resident District Commissioner, Mr. Ahamada Washaki, stressed the importance of rehabilitating the railway line. However, much of the railway line in Teso remains vandalized, with key stations deserted. URC’s Mr. Sengendo explained that the line has been non-operational for over 30 years, contributing to its current state. Rehabilitation work by China Road and Bridge Corporation is ongoing on a 375km stretch, with completion expected in two years.” [10]
Uganda Railways Corporation locomotive. [13]
D. Uganda Railways Projects to be Implemented in the Financial Year 2024/2025.
On 21st June 2024, infrastructure.go.ug [6] reported that the Ugandan government was working on their objective of reducing the cost of doing business in Uganda by making improvements to the rail network.
They note the then imminent completion of the Kampala-Namanve project. They highlight ongoing work on the line between Tororo & Gulu, funded entirely by the Ugandan government. They talk of work on the African Development Bank project, which will address some of the unfinished portions of the Kampala-Malaba route. They mention work on the route between Port Bell and Kyengera in Kampala and plans for the acquisition of better passenger carriages and locomotives.
URC board technical committee chairperson, Andrew Muguluma commented in an interview with New Vision that, “Even though Uganda is developing its standard gauge railway at a different pace than other countries, … the country is catching up to the current infrastructure.” [6]
The article on infrastructure.go.ug’s website continues:
“The government has made significant investments in the rail industry, according to Leonard Kerezya, senior principal auditor in the Office of Auditor General, who urged URC top management to conduct engineering audits in order to address risks.n … KAccording to him, due to inadequate infrastructure driving up transportation costs along the northern corridor (the Malaba-Kampala rail line), only 7% of traffic in Uganda travels by rail. This means that over 90% of traffic in Uganda moves by road.” [6]
“The government committed to building a multimodal transportation infrastructure as part of NDP III (FY2020–2025) in order to increase the nation’s competitiveness through investments in better and more affordable transportation.” [6]
In respect of the SGR, they say:
“The Democratic Republic of the Congo, Uganda, Kenya, Rwanda, and other partner states of the Northern Corridor Integration Projects (NCIP) decided last month (May 2024) to pool resources to expedite the Standard Gauge Railway (SGR) project’s development. … The Joint Ministerial Committee on SGR met in Mombasa, Kenya, and decided to take this action. … The transportation ministers restated their determination to finish the remaining SGR portions as soon as possible, from Kenya’s Naivasha to Rwanda, Uganda, South Sudan, and the Democratic Republic of the Congo.” [6]
“Kenya pledged to restart building on the Naivasha-Kisumu-Malaba and Kisumu-Malaba SGR sections, respectively, beginning in July and September of 2024. … Subject to the availability of resources, Uganda is also anticipated to begin building on Malaba-Kamppala in September. The country is currently nearing the conclusion of discussions with Yapi Merkezi, the prospective contractor.” [6] An agreement which, in October 2024, now appears to be in place.
URC is a business entity that answers to the Ministry of Transportation and Works. It was founded to carry out railway, marine, and road services for the carriage of goods and passengers both inside and outside of Uganda, as required by the Uganda Railways Corporation Act, Cap 331. URC’s network of tracks spans 1,266 kilometers in total.
E. Uganda Railways Brochure
Uganda Railways Corporation has produced a glossy 4 page .pdf brochure. [7]
F. A Journey on Kampala’s Newly Reopened Commuter Train
By Kabona Esiara, Correspondent in Kampala, Uganda Nation Media Group [8]
“Five O’clock found me at the station ready for the 5.30pm train, which leaves Kampala city heading eastwards to Namanve, 16 kilometres away.
The Kampala train station, established in the 1920s, hosts the offices, service centre, and waiting and boarding areas, and has worked as the main office for passenger and cargo trains over the years.
Located in the central business district convenient for departing and incoming goods and passengers the station has recently become a beehive of activity after the return of the train.
Booking for tickets is done here. Mornings and evenings are busy, as dozens of passengers throng the station to get a trip worth Ush2,000 ($0.52), much cheaper than the fare of the commuter taxis for the same journey, which is Ush4,000 ($1.05) or more.
On the day I took the train, the line was long and the ticketing officers were picking out people who had smaller denominations of the Ugandan currency – 1,000; 2000 and 5,000 leaving those with big ones to wait.
As 5.30pm approached, the train hooted, sending an echoing sound into the city and signalling the start of the journey. The people in the queue rushed in to find seats.
Inside the coach, the once-tattered seats are now covered in brown leather and thin-inch sponge cushions making them more comfortable than the metal seats of the past.
The fans mounted above the dash of the coaches have been fixed, sending fresh air circulating and improving travellers’ experience. Before they were fixed, a frequent rider on the train says the heat in the coaches was unbearable.
The old, five-coach train snaked through Nakawa, Kireka, Namboole and terminated at Namanve.
For the 16km ride to Namanve, the train spent only 45 minutes, a huge difference from an average of two hours that vehicles, especially public commuter taxis, spend from the CBD to Kazinga near Namanve.
However, Uganda Railways Corporation (URC) is operating old rolling stock, and most of it is in disuse.
There are only five coaches to transport passengers in a city of four million people.
In order not to miss the train, many passengers reach the station early, some by 5.00am for the morning trip and 4.00pm to catch the train that departs at 5.30pm for the evening return journey.
With the market yearning for train services and Kampala struggling to achieve its ambitious plan to shift 20% of the freight and passenger bases to rail, Paul Power, a transport sector commentator based in Kampala, says the city needs $200 million to invest in rail passenger transport.
The money will be pumped into buying rolling stock, constructing stations and improving the safety and security of the railway system in the Kampala commuter railway networks.
‘My understanding is that at least 20% of the market share for rail transport is needed to make the planned standard gauge railway project viable and bankable. I don’t know the latest cost estimate, but I have heard anything from $3 billion to over $12 billion, with electrification’, Mr Power said.
He, however, noted that achieving a 20% market share for railway transport would be challenging, as currently rail transport on the metre gauge railway is less than one per cent of the freight transport market, and passenger services resumed on 1st May 2024, after almost a one year of absence due to track rehabilitation.
‘The rolling stock needed to transport 20 percent of the freight and passenger markets by rail is enormous’, he said.
The government has also to come up with deliberate policies to encourage private investment in the railway to achieve the significant shift from road to rail transport, some of which include subsidies, enforcement of tighter road weight restrictions, restrictions on the type of goods that can be transported on roads.
Uganda’s railway sector is described as not well organised. There is no safety regulator. Laws need to be updated, and there is no sustainable funding model for implementing a modern rail transport system.
According to Power, in Uganda, a strategic direction for the sector is missing, sector targets and objectives need to be defined, and a need to separate infrastructure management from train operations and safety regulation.
‘These challenges are mostly ‘soft.’ Institutional and private investors need clarity on the ‘operating environment’ – that is, rules – before significant investor interest can be mobilised’, he explained.
Uganda’s plan to grow rail freight and passenger traffic got a boost recently, when Italian investors, led by Ambassador Mauro Massoni, expressed interest in constructing a 64km railway line from Tororo to Majanji.
This alternative route on the Northern Corridor is meant to reduce congestion and increase efficiency in the region’s transportation network, as it links to water, railways, and roads.
The planned investment complements the SGR linking Kenya to Kampala, whose construction works are yet to begin. The details of the investment in the proposed route, funding, and implementation timelines have not been made public.
President Yoweri Museveni welcomed the proposal, highlighting the potential for the railway line to cater to traffic from northern Uganda and neighbouring countries, bypassing Kampala.
‘That traffic doesn’t have to come to Kampala. It can go straight either to Kenya or to Tanzania’, the President said, emphasising the project’s strategic importance.
The Italian investors also proposed establishing an academy to train Ugandans in cutting-edge railway construction and maintenance technology, ensuring skills transfer and job creation for the local workforce.
But, amid the challenges, signs that URC is fighting for a piece of the big commuter transport market share are clear. Lately, the train and coaches have been repainted.
Margret Nantume, one of the frequent users of the commuter train, said many people have not embraced the train because of the cost.
‘While I use the train to escape the daily traffic gridlock on the Kampala-Jinja highway, the increase in the train ticket from Ush1,000 ($0.26) to Ush2,000 ($0.52) for every stop is discouraging passengers’, she said.
‘Many people are opting for taxis and boda boda, which are flexible in pricing and charge fares per stop, while others walk to their destinations’.
Recently, URC acting managing director David Musoke Bulega revised the fares upwards to hedge his ticket sale revenues against fuel costs.
The train stops are located at far distances from the main road, which inconveniences passengers and adds to the transport costs to their destinations.
Passengers who live in Seeta and Mukono incur an additional Ush2000 ($0.52) to reach their destinations by taxi, in addition to the train ticket of the same amount, bringing the total to Ush4,000 ($1.05).
Besides, they have to walk 500 metres from the Namanve railway station to the nearest taxi stage.
The walk-to-work measure many households in Uganda have adopted to reduce pressure on their home budgets is also contributing to the reduced number of passengers travelling by train.
When the train stops at Namanve railway station, factory employees in Kampala’s Business and Industrial Park walk for either night shifts or to their homes. A 2021 study commissioned by Friedrich-Elbert-Stifting says 50 percent of workers in Uganda walk to and from work.
But John Leon Sengendo, URC publicist, says every inch of the train coach will be occupied in the coming days, when schools open for the second term.
He also expects passengers who opted for other transport modes to return and new ones recruited, especially when the Namanve-Kyetume line is completed in August [2024].
The Namanve-Mukono section will be the third track to be completed, after the rehabilitation of the Tororo-Namanve line, including the line to Jinja Pier, which was completed two years ago. The Namanve-Kampala section, which was handed over in January this year, was the second to be completed by Spanish firm Imathia Construction, after replacing steel sleepers with concrete beams.
After Uganda Transport Company, a public passenger transportation firm, folded in the 1980s, Kampala was plunged into a disorganised and unreliable transport service run by unprofessional private players.
The government, under pressure to reduce traffic gridlocks, is betting on an efficient railway system to address this challenge. A 2017 World Bank study estimated that traffic jams cost Uganda more than $800 million annually in lost productivity, wasted fuel and increased emissions.
The ultimate plan of URC is to extend passenger services to Mukono, Kyengera, and Port Bell Kampala.
‘We want to alleviate the problem and stress people face with road transport. Our roads are still highly congested, and people spend a lot of time in traffic jams for short distances. With the train service, it will be far smoother and faster. It is a worthwhile endeavour’, said Minister of Works and Transport Katumba Wamala. [8]
F. Uganda Railways Rules Out Electric Locomotives For Now
URN – 24th October 2024. [9]
“The Uganda Railways Corporation (URC) has no immediate plans to deploy electric trains, despite growing calls for a more modern railway system.
Instead, the focus remains on restoring the existing rail network and expanding services, particularly with diesel-powered trains, as part of the country’s railway revitalization strategy according to John Lennon Sengendo, URC’s senior public relations and communications officer.
URC recently completed upgrades on the Kampala-Mukono Meter Gauge Railway (MGR), primarily catering to passenger services. Plans are underway to introduce cargo services soon, while ongoing projects, including the Tororo-Gulu line, aim to enhance the rail system across key regions like Mbale, Kumi, Soroti, and Lira, culminating at the Gulu Logistics Hub.
Additionally, there is significant progress toward the construction of the Standard Gauge Railway (SGR) line between Kampala and Malaba, which will eventually extend to borders with the Democratic Republic of Congo, Rwanda, and South Sudan.
Unlike the planned SGR project, which will be electric, all upgrades on the MGR will continue using diesel-powered trains. According to URC, procurement is underway for diesel multiple units (DMUs), which are trains powered by onboard diesel engines and do not require a separate locomotive.
This decision has sparked debate, particularly as Uganda now generates electricity far beyond current demand. Many question why the country isn’t transitioning to electric trains, given its increased electricity capacity.
“For the improvements we are doing on the MGR network, specifically for the passenger service component, there will not be electrification, at least for now. Electrification will be purely on the SGR,” said Sengendo.
He emphasized that DMUs and electric multiple units (EMUs) are the same. The only difference is that one is electric and the other is Diesel,” he says, adding that the DMUs to be deployed will be able to move at speeds of 120 kilometres per hour, “which is relatively good.”
Furthermore, Sengendo pointed out that cost is a major factor behind the preference for DMUs. While Uganda has abundant electricity, the infrastructure needed for electrification is expensive. “A lot of work and money goes into the installation of the infrastructure, which may not make sense to do on the MGR, yet the government is constructing an SGR, which will be electric,” he explained.
Uganda plans to incorporate feedback from citizens to ensure the DMUs offer both comfort and efficiency, with the manufacturer tailoring them to the country’s specific requirements.
A potential challenge to seamless rail transport across the region lies in Kenya’s SGR, which remains diesel-powered. This could hinder smooth operations between Mombasa and Kampala. Sengendo, however, expressed optimism that by the time Uganda’s SGR is complete, the two countries will have aligned their strategies, possibly considering hybrid rolling stock that can operate on both diesel and electric tracks if Kenya doesn’t electrify its SGR.
Many countries worldwide continue to use DMUs, including the USA, Canada, the UK, Australia, Japan, and several European nations like Germany, Belgium, and Russia. Recent technological advancements have produced diesel-hydraulic engines, which can alternate between diesel and hydraulic power, reducing emissions, noise, and fuel consumption.
Experts note that DMUs offer more flexibility since they can run on electrified tracks, whereas electric trains can only operate on dedicated electric railways. While electrified systems may prove more cost-effective in the long run – typically after about 30 years, depending on electricity costs – DMUs remain a practical and affordable solution for Uganda’s immediate rail needs.” [9]
Roger Farnworth 
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