Transrail concession of the Dakar to Bamako railway, and its collapse
Mali and Senegal concessioned the 1,288 km Dakar to Bamako railway to Transrail in 2003 for 25 years, terminated the concession on 5 December 2015 after it failed, and rail traffic, which at its peak had carried about 1.5 million tons of freight a year, stopped completely in 2018.
0 tons (traffic stopped completely), freight and passenger rail traffic on the dakar to bamako line after the concession's termination, 2018. 1.5 million tons, freight carried by the dakar to bamako railway at its peak (about), peak (year not stated). World Bank, Concept Project Information Document, Dakar-Bamako Intermodal Corridor Project (P171122), September 2019, retrieved 2026-10-02.
The move, and what it needed
Two governments handed a run-down binational railway to a private consortium in a single full concession covering track and operations, keeping minority stakes; the operator could not fund maintenance from traffic revenue, service degraded, the states terminated the contract and the line stopped.
Preconditions
- A track and rolling stock base good enough for operating revenue to fund maintenance, which was missing
- A concession design that separated infrastructure funding from train operations, which was missing
- Two governments able to coordinate oversight of one operator across a border
Where else it has been used: The PID places it in a wave of full rail concessions in Sub-Saharan Africa and draws the lesson that infrastructure funding should be separated from train operations, which is the model the follow-on corridor project proposes.
Limits: The facts are in paragraphs 7, 9 and 16 of a concept-stage document (pages 4 to 6 of 14 in the plain-text version); the zero is the document's statement that traffic 'stopped completely in 2018', not a published tonnage, and the 1.5 million ton peak has no year, so it may predate the concession. The World Bank supported the wave of African rail concessions this one belonged to and is preparing the follow-on corridor project, so the publisher is not neutral about why it failed; the PID also says both governments ignored the Bank's advice to restructure the concession as a lease. The concession was binational: Senegal is an equal party and the record is filed under Mali, where Transrail was headquartered, but it describes both states' collaboration. The PID's diagnosis is shared blame: a 'full concession' design that made the operator pay for track and trains from revenue that could not cover both, decades of underinvestment by both governments before 2003, and road competition after the 2002 Cote d'Ivoire crisis sent Mali's trade through Dakar. After termination both governments paid staff salaries through an interim company (Dakar Bamako Ferroviaire) with a heavy fiscal cost.