Launched in September 2020, the $1.96 billion Kano-Katsina-Jigawa-Maradi train project aims to link Maradi in the Niger Republic with northern Nigerian states. Increasing Trade between the two countries, enhancing transportation, and promoting economic progress are its main goals. Currently 35% finished, the project is expected to be finished by 2025. In Jigawa State, Construction has just resumed, with active work being seen in places including Andaza, Shuwarin, Sabon Garin Dan Malam, and Dundubus. Locals were hopeful that the project would lower prices for farmers, enhance transportation, and open up commercial prospects.
Community representatives emphasised how it facilitates trade and promotes regional development. Communication was difficult despite these developments since on-site engineers and officials would not formally comment. After a brief pause, however, workers disclosed that the Chinese Communication Construction Company had replaced the original contractor, “Water Engine,” and that the current focus of the project is on path cleaning and material preparation. The main rail station’s location in Jigawa State is still up for debate; contradictory reports have suggested Andaza or Shuwarin as possible locations.
A 108-kilometer branch line will connect Kano and Dutse.
Ongoing development was acknowledged by a secretary, but attempts to verify specifics with the Federal Ministry of Works’ Jigawa State Coordinator were unsuccessful. A major Infrastructure project, the Kano-Maradi Railway Project has drawn attention due to both its prospective advantages and difficulties. Official pronouncements, construction methods, economic ramifications, station placement choices, and critical viewpoints are all covered in detail here. Overseeing the Kano-Maradi railway project has been the Ministry of Transportation of the Federal Government of Nigeria.
Transportation Minister Sen. Said Alkali stated in May 2024 that the project’s first phase, which would run 387 km from Kano to Daura, would be finished by 2025. He underlined that the administration is dedicated to improving the region’s trade and transit systems. In this project, a 393-kilometer single-track standard gauge railway would be built between Kano, Nigeria, and Maradi, Niger. Additionally, a 108-kilometer branch line will connect Kano and Dutse. Express trains carrying passengers can travel up to 160 km/h with this arrangement, and heavy goods trains carrying 22.5 tonnes of axle load can travel up to 80 km/h.
Nigerian government has raised over $1.3 billion to address issues.
Nine underpasses, 74 culverts, 80 overhead bridges, and 34 railway bridges are important pieces of infrastructure. The development also includes ancillary amenities such freight yards, maintenance facilities and locomotive depots. Securing sufficient money, overseeing cross-border construction logistics, and guaranteeing timely completion are some of the project’s challenges. With assistance from a group of financial institutions, notably the African Development Bank, the Nigerian government has raised over $1.3 billion to address issues. When the railway is finished, it should be able to carry about 9,300 passengers and 3,000 tonnes of freight every day between Kano and Maradi.
It is projected that this improved connectivity will boost Economic Growth in Nigeria and Niger by enabling trade, lowering transportation costs, and generating job possibilities. Enhancing local economies, especially in the Manufacturing and agricultural sectors along the route, is the goal of the integration with current road networks. In Jigawa State, there has been some confusion about where the main train station is located. According to early accounts, the cities of Shuwarin or Andaza were identified as possible locations. Official authorities, however, have not offered a conclusive affirmation. It would be helpful to clarify this ambiguity with additional clarity from the Ministry of Transportation.
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Notwithstanding the project’s substantial economic potential, its economic justification has drawn criticism. Some analysts contend that investing in domestic routes within Nigeria, such the east-west and Lagos-Abuja lines, which service larger commercial hubs, could result in more immediate economic benefits than the Kano-Maradi railway. Concerns have also been expressed about giving a cross-border connection precedence over domestic projects that might be more profitable. Nigeria’s desire to improve economic integration and regional connectivity is demonstrated by the Kano-Maradi railway project. Although it promises significant advantages, resolving the related issues and objections will be essential to its successful implementation.