Ghana’s railway system is a story of promises unfulfilled and opportunities lost. Decades of speeches and bold declarations by successive governments have painted visions of sleek, efficient trains carrying passengers and freight across the nation, visions that, in reality, remain largely on paper.
Former President Nana Addo Dankwa Akufo‑Addo once lamented that “allowing the collapse of Ghana’s railway sector was a big mistake … the whole world has understood that railways … are the most efficient … transport … That’s why when I came to office in 2017 … I’m going to do it.”
President John Dramani Mahama has insisted that the country is “modernizing its railways … enhancing intermodal connectivity to ensure that passengers and freight move seamlessly across our country and across our subregion.” Yet, for ordinary Ghanaians, these lofty statements have too often contrasted painfully with reality.
These statements inspire hope, yet when the next administration assumes office, the reality often becomes starkly clear: much of the railway infrastructure lies idle, rusting, or simply decaying. The Sekondi–Takoradi line, once a symbol of industrial ambition, sits largely abandoned. The Tema–Mpakadan line experienced operational setbacks soon after inauguration, frustrating commuters who were promised reliable service.
Meanwhile, urban congestion grows worse each day, with “trotros” and buses crammed beyond capacity, turning city streets into a near-permanent traffic jam.
Had railways been functional, they could have offered a substitute for these strained roads. A well-connected rail network from Adenta to Accra could have moved hundreds of commuters daily, easing pressure on overburdened roads and reducing transport times.
Freight transport, too, suffers: cocoa, minerals, and other goods continue to rely heavily on trucks that deteriorate highways and increase logistics costs. Without rail, these inefficiencies multiply, eroding both business competitiveness and public confidence.
Ghana is not alone in recognising the transformative power of rail. Morocco, once without a high-speed rail network, now boasts Al Boraq, Africa’s first high-speed train, running at up to 320 km/h between Tangier and Casablanca. In 2025, the Moroccan government committed 96 billion dirhams (~$10.3 billion) to expand rail access to 43 cities by 2040, alongside a $2.9 billion procurement of 168 modern trains for urban and intercity travel. Kenya and Egypt have similarly leveraged rail to connect ports, cities, and industrial hubs, easing congestion, reducing logistics costs, and integrating their economies more closely with regional trade.
A functional railway network would not only relieve congestion but also strengthen trade competitiveness, reduce transport costs, and support regional integration under the African Continental Free Trade Area. Conversely, continued neglect risks leaving Ghana behind as peers reap the economic benefits of modern rail.
The lesson is unmistakable. Mere promises cannot revive a railway system. Ghana needs timely investment, careful maintenance, and a strategic plan instead of empty rhetoric. Without decisive action, the railways will remain rusting reminders of unfulfilled potential, a costly opportunity lost to inaction and neglect. The time to modernise the nation’s transport backbone is now, before the chance slips away forever.
