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1 INTRODUCTION
The Horn of Africa continues to face major
transportation challenges fragmented infrastructure,
limited cross-border coordination, and
underdeveloped logistics systems. As trade grows and
climate pressures intensify, countries in the region are
being pushed to rethink how freight moves. Ports like
Djibouti, Berbera, and Massawa act as trade gateways,
yet moving goods inland remains slow, expensive, and
carbon-heavy. At the same time, the African
Continental Free Trade Area is reshaping regional
commerce. With rising populations and fast
urbanization, there's an urgent need for better internal
connectivity. Inland transport is still dominated by
roads about 75% of freight moves this way, which
drives up costs and delays. Weak rail links, different
track gauges, and a lack of modern inland terminals
only compound the problem. Landlocked economies
pay the price in competitiveness and access [1]. In
contrast, Poland offers illustrative examples of
successful integration between ports and inland
transport systems, emphasizing sustainable practices
[2]. The Port of Gdańsk, for instance, has significantly
enhanced its rail connectivity, enabling efficient cargo
movement and reducing reliance on road transport.
Investments in electrified rail lines and the
implementation of the European Rail Traffic
Management System (ERTMS) have streamlined
operations and minimized environmental impact.
Poland's strategic development of intermodal
transport corridors showcases the benefits of
integrating rail and maritime logistics [3]. The
modernization of Gdynia port's rail infrastructure has
boosted capacity and efficiency for cargo transfers
between sea and land. The new intermodal terminals,
like the one in Wrocław, highlight Poland's
commitment to improving inland connectivity and
Sustainable Transportation Corridors: Integrating
Ports, Railways, and Green Logistics in the Horn
of Africa
W. Keno & J. Szpytko
AGH University of Science and Technology, Kraków, Poland
ABSTRACT: The Horn of Africa is a region of significant geopolitical and economic importance, yet it faces
challenges in transport effectiveness, environmental sustainability, and regional connectivity. This study explores
sustainable transportation corridors to enhance port operations, railway networks, and green logistics. It focuses
on the current development of these corridors in Djibouti, drawing insights from Poland’s experiences. By
reviewing existing literature and data, the research identifies best practices and offers recommendations for
improving sustainability and connectivity. Key challenges include fragmented infrastructure, regulatory
inconsistencies, and underutilized renewable energy sources. The findings suggest that enhancing intermodal
transport connections and adopting green logistics can lower transportation costs and improve environmental
performance. The study stresses the importance of coordinated policymaking, infrastructure investment, and
green technology adoption to support sustainable development and align with Sustainable Development Goals
(SDGs).
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 19
Number 1
March 2025
DOI: 10.12716/1001.19.01.24
210
sustainable freight movement. These advancements,
backed by strong policies and investments, position
Poland as a leader in green logistics in Europe.
In this context, well-designed transportation
corridors linking major seaports, rail lines, highways,
and inland terminals can cut travel times and costs,
boost intraregional trade, and support engineering
goals for growth. As an example, the African
Development Bank emphasizes that modern corridor
infrastructure is crucial for reducing transportation
time and costs, boosting intra-African trade, and
driving economic growth [4]. At the same time,
climate change and energy concerns demand that these
corridors adopt low‑carbon and green practices.
Current challenges include incomplete rail links,
varying track gauges, and limited inland terminals. In
many cases, transport chains still rely mainly on roads,
75% of freight moves by road in the Horn of Africa
corridors, which raises costs and delays. Without such
integration, landlocked producers face especially high
logistics costs and reduced competitiveness. For
example, a recent study noted that many African
economies lag because they have not connected
efficiently to the arteries of international trade roads,
rails, sea and airports [5].
Transport is a major source of greenhouse gases,
and the Horn of Africa's increasing freight demand
could exacerbate emissions if not addressed properly.
Implementing cleaner technologies, such as electric
locomotives, biofuels, and shore power for ships, can
significantly reduce fuel consumption. Ports in the
region are beginning to adopt these measures; for
instance, the Port of Mombasa has introduced a green
port policy with shore-power connections for vessels
and energy-efficient equipment. With 90% of its
electricity from renewable sources, Kenya has the
potential to produce green hydrogen and support
sustainable shipping corridors throughout the Horn of
Africa [6]. International experts suggest that the Horn
of Africa could utilize its renewable resources to
establish green shipping corridors connecting ports
and industrial hubs with zero-emission fuels.
However, challenges such as inadequate infrastructure
and high upfront costs hinder green logistics. In
regions with better infrastructure, efficient corridors,
like high-speed electric rail, can significantly lower per-
ton emissions by shifting freight from road to rail. This
research will explore how policy, financing, and
technology can be integrated into corridor planning to
reduce environmental impacts and increase
throughput [7]. Sustainable corridors in the Horn of
Africa play a vital role in addressing societal goals such
as poverty reduction, industrialization, and regional
stability. By improving transport infrastructure, they
enhance connectivity, lower goods prices, improve
market access for rural communities, and create jobs in
logistics and manufacturing. The East African
Community aims to leverage modern corridors for
efficient natural resource exports. Additionally,
climate-smart projects enhance resilience to weather
shocks and reduce pollution. Building these corridors
presents engineering challenges, including structural
design, materials science, and maintenance planning,
while also requiring collaboration among
governments, the private sector, and international
donors like the World Bank and Afdb [4].
Figure 1. Green logistics dimensions [8]
Green logistics incorporates environmental and
social objectives into transport planning. It involves
powering corridors with clean energy, minimizing
waste and emissions, and enhancing resilience. A
green corridor may utilize renewable energy to operate
electric trains and port cranes, promote efficient supply
chain practices, and optimize transportation routes [9].
These concepts are gaining momentum in the Horn of
Africa, where concerns about carbon emissions, air
quality, and land use are becoming increasingly
significant. While international organizations and
national governments have initiated pilot programs,
there is still a need for comprehensive strategies. In
summary, this study situates Horn of Africa’s
emerging transportation corridors at the intersection of
infrastructure engineering, logistics innovation, and
environmental sustainability. By reviewing recent
projects such as Kenya’s SGR, Djibouti and Berbera
Corridor expansion, port modernization programs and
identifying engineering solutions, the research will
demonstrate how integrated corridor design
incorporating ports, rail links, and green logistics
technologies can accelerate economic development and
reduce carbon intensity in the region. Well-integrated,
low-carbon corridors have the potential to transform
regional trade and advance the continent’s sustainable
development aspirations.
Drawing parallels between Poland's experiences
and the Horn of Africa's context reveals actionable
insights. The emphasis on electrified rail systems and
intermodal terminals in Poland underscores the
importance of multimodal transport solutions in
reducing carbon emissions and improving efficiency.
Adopting similar strategies tailored to regional
specificities for the Horn of Africa could address
current logistical bottlenecks and environmental
concerns. Investments in renewable energy sources,
such as geothermal and solar power, could support the
electrification of transport corridors. Moreover, the
development of policy frameworks that encourage
public-private partnerships and international
cooperation would be instrumental in replicating
Poland's successes.
1.1 Research Objectives
This research aims to examine the development of
sustainable transportation corridors in the Horn of
Africa through a comprehensive review of existing
literature and secondary data. It focuses on how ports
and railways can be effectively integrated with green
logistics strategies to improve performance. A central
case study is the Djibouti corridor, including the Port
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of Djibouti and the Addis Ababa–Djibouti railway, as a
pivotal regional link.
Key objectives include:
1. assessing the current state of transportation
corridors and trade flows in the Horn of Africa,
especially Ethio-Djibouti’s port-rail connectivity
and comparing it with that of Poland;
2. analysing environmental impacts of the logistics
systems and identifying green initiatives or gaps;
3. reviewing national and regional strategies that seek
to promote sustainability and multimodal
integration; and
4. identifying challenges and opportunities for
enhancing regional cooperation and sustainable
development through these corridors.
2 LITERATURE REVIEWS
Recent research on sustainable transport corridors in
Horn of Africa highlights the critical role of integrated
port–rail networks, intermodal hubs, and green
logistics practices in enhancing trade efficiency,
reducing carbon emissions, and promoting regional
economic development. Simulation-based and
optimization models have quantified the benefits of
seamless port–rail connectivity [10], while stakeholder-
driven analyses emphasize institutional coordination
across the Northern, Central, and LAPSSET corridors.
Research shows that well-integrated corridors can
significantly reduce transport costs and times for
landlocked countries. Strategic planning and
investment in all modes of seaport terminals, rail lines,
highways and hinterland logistics are needed to realize
these gains. For instance, researchers at the
Infrastructure Transitions Research Consortium
mapped Tanzania’s road, rail, port and air networks to
model freight flows, finding that coordinated upgrades
could greatly reduce vulnerability to disruption. Multi-
stakeholder workshops in Ethiopia have mapped
intermodal challenges and proposed targeted
strategies to facilitate export-led growth [11]. Meta
reviews underscore the broader socioeconomic
impacts and potential trade-offs of corridor
investments in Sub-Saharan Africa [12], while recent
studies explore digitalization and value chain
frameworks under the AfCFTA [13], [14]. Emerging
GIS-based site selection tools and DEA efficiency
analyses further support corridor planning for
landlocked economies. Together, these studies form a
comprehensive evidence base guiding policy and
investment toward greener, more integrated transport
corridors in the Horn of Africa.
East Africa’s transport corridors, especially the
Northern Corridor (linking Mombasa to Uganda,
Rwanda, Burundi, and eastern DRC) and the Central
Corridor (via Dar es Salaam), are crucial for connecting
landlocked economies to global markets. These
corridors integrate roads, railways, ports, and inland
waterways into multimodal networks but often face
bottlenecks, such as congestion at Northern Corridor
ports and delays on road links [13]. Effective corridors
rely on the seamless interconnection of ports, railways,
and roads, incorporating elements like inland
container depots and efficient customs facilities. The
Northern Corridor integrates rail, highways, and
navigable routes to link Rwanda, Burundi, and
Uganda with the Kenyan coast, while the Central
Corridor uses road and rail to connect to Dar es Salaam
port. However, research highlights gaps, with the
UNCTAD framework urging East African planners to
incorporate sustainability principles in early corridor
development stages. Coordination is crucial; failures in
one transport mode can disrupt entire routes, as
demonstrated by a Tanzanian case study estimating
that severe road flooding could cost over USD 1.4
million per day. In contrast, integrated planning can
prioritize essential investments, as shown by Hanaoka
et al., who used simulation models to demonstrate that
balanced infrastructure investments and
organizational reforms maximize benefits for all
countries involved.
Figure 2. The three main transport corridors in the Horn of
Africa [15]
A corridor starts with a transport link connecting
defined end-points, typically a port at one end and an
economic centre at the other. In the Horn, the Port of
Djibouti and the Port of Berbera serve as gateways to
landlocked Ethiopia, South Sudan and parts of Uganda
[16]. Ports handle container and bulk cargo, but can
become bottlenecks without reliable connections.
Railways and roads extend inland, each with unique
requirements for infrastructure and management.
Planners must address both physical systems and
customs procedures to ensure efficient freight
movement. When elements align, transportation
becomes more predictable and cost-effective,
benefiting communities with better access to jobs and
services.
Figure 3. Evolution of a transport corridor [7]
Sustainability in corridors emphasizes low-carbon,
energy-efficient logistics. Green corridors, as defined
by UNCTAD, use clean energy and climate-resilient
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infrastructure, primarily shifting from trucks to rail to
lower CO₂ emissions. Electrified rail in Africa can
notably cut emissions compared to truck transport.
Logistics providers are optimizing routes and
investing in cleaner vehicles, while ports and
warehouses adopt renewable energy and cold-ironing.
Integrating these practices supports climate and
efficiency goals alongside economic growth. Modern
corridors leverage information technology for better
coordination and transparency. East African ports are
implementing digital platforms to enhance efficiency
and reduce costs. Successful corridor performance
requires collaboration among public agencies, private
businesses, and communities, with public-private
partnerships essential for infrastructure funding and
regional cooperation supported by organizations like
UNCTAD. Engaging local stakeholders is crucial for
greening corridors and improving cross-border
coordination for regional benefits.
Well-functioning transport corridors can lower
costs and improve access, aiding farmers and driving
industrial growth. Sustainable transport frameworks
emphasize affordability and accessibility, particularly
for rural areas. Improved corridors have boosted
exports of agricultural products and minerals while
reducing food prices. However, poorly planned
projects can harm local communities and ecosystems,
and insufficient community engagement can worsen
inequalities. There's often a disconnect between
investors and governments, leading to negative
consequences like deforestation. Studies highlight
efficiency challenges, such as delays at border
crossings. A simulation in East Africa showed that
optimal investments can significantly enhance regional
outcomes. Tanzania's multi-modal model also
indicates that extreme flooding could result in daily
losses over USD 2 million without adaptive measures.
Therefore, efficiency metrics should include resilience,
and continuous monitoring is crucial for transport
system improvements.
Research Gaps and Future Directions. Although
existing research highlights the role of transport
infrastructure in regional development, it rarely
addresses how integrated corridors can harmonise
economic and environmental goals. This gap limits
policymakers and stakeholders seeking actionable
strategies for scalable, low-carbon transitions.
The key areas needing more research include:
− Integrated planning: Horn of Africa studies stress
that sustainability and environmental criteria
should be “integrated at early stages” of corridor
design [17], but practical frameworks for doing so
are still underdeveloped.
− Capacity and financing: Resource constraints limit
the implementation of sustainable strategies.
Inadequate institutional capacity and funding for
maintenance or new technology hinder progress.
− Impact assessment: Many corridor projects lack
comprehensive social and ecological assessments
[18]. Research is needed on best practices for
inclusive stakeholder engagement and impact
mitigation.
− Digital infrastructure: While digitalization is
promising, uneven ICT adoption leaves gaps.
Studies suggest more analysis of how to bridge
policy and technical barriers to port and customs
digital platforms.
− Performance metrics: There is a need for
standardized metrics that capture economic, social
and environmental performance together. Existing
work (e.g. network modelling) provides a start, but
further data-driven evaluations are required.
In summary, existing research clearly shows that
effective East and Horn of Africa corridors must knit
together infrastructure, green technology, digital
systems, and inclusive institutions. Studies
consistently show that such integration can deliver
economic and social benefits without sacrificing
environmental goals. Achieving this vision will require
sustained collaboration among countries, informed by
ongoing research into corridor best practices and
outcomes.
3 RESEARCH OBJECTIVE AND SCOPE
This study examines the development of sustainable
transportation corridors in the Horn of Africa, with an
emphasis on integrating seaports, railways, and
logistics practices. The research evaluates recent
project outcomes, identifies persistent challenges, and
assesses strategies for incorporating green logistics into
regional planning. The primary geographic focus
covers Djibouti, Eritrea, Ethiopia, and Somalia, with
reference to the Poland corridor. The analysis spans the
period from 2015 to 2025, concentrating on significant
infrastructure developments within this timeframe.
Key topics include seaports and dry ports, railway
systems such as the Ethiopia–Djibouti line, and freight
logistics involving road networks and cargo handling
operations. Air transport and inland shipping are not
considered. The research assumes a stable security and
political context as of 2025. The focus remains on
freight transport, with particular attention to policy
coordination, infrastructure investment, and the
adoption of green technologies. The objective is to
support practices that lower carbon emissions,
strengthen resilience to climate change, and advance
the development of a collaborative and sustainable
transport system in the Horn of Africa, following the
example of Polish corridor.
4 METHODOLOGY
This study employed a combination of literature
review, case analysis, and quantitative assessment to
investigate sustainable transportation corridors in the
Horn of Africa. Recent academic publications,
government and development agency reports, and
media sources were examined to gather data on
transport projects, with attention to port throughput,
railway capacity, transport costs, and energy use. Key
sources included documents from the African
Development Bank, World Bank, and authorities in
Ethiopia, Djibouti, and Somalia, as well as articles
addressing green logistics and corridor planning [9].
Case studies focused on the Ethiopia–Djibouti corridor
(including the Addis Ababa–Djibouti Railway and
Doraleh Port), and the Polish corridor. Each case was
documented in terms of current and planned
infrastructure, governance arrangements, and
environmental measures. Data collection centered on
freight volumes, travel times, fuel consumption, and
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transport costs. Ethiopia’s freight flow through
Djibouti was recorded at approximately 25 million
tonnes per year. Port expansion figures, such as
Doraleh’s increase from 6 million to 14 million tonnes
annually, were documented. Comparative emissions
data were used to estimate potential CO₂ reductions,
with electric rail operations emitting about 60 gCO₂ per
ton-kilometer, compared to 120–150 gCO₂ per ton-
kilometer for diesel trucks. Policy statements and
technical briefings from regional organizations,
including IGAD and COMESA, as well as insights from
logistics professionals, informed the analysis. Reports
from the Djibouti Ports Authority and Ethiopian
Railway Corporation detailed governance
arrangements, noting that the Ethio-Djibouti Railway
is 75% Ethiopian-owned and 25% Djiboutian, with full
management to transfer to Ethiopia by 2024 [17].
Information on green logistics initiatives, such as port
solar energy projects, was collected from regional
authorities and non-governmental organizations.
4.1 Case Study 1: Djibouti–Ethiopia Corridor in the Horn
of Africa
The transport corridor from Addis Ababa, Ethiopia, to
Djibouti City is vital for Ethiopian trade, handling
about 95% of its imports and exports through
Djibouti’s port. The old railway system became
outdated in the early 2000s, prompting a shift to road
transport, which caused delays. To address this,
Ethiopia and Djibouti, with Chinese aid, launched the
Addis Ababa–Djibouti Railway (AADR) in 2018,
enhancing connectivity over 752 km. The railway,
along with increased port capacity in Djibouti,
facilitates efficient container transfers and reduces
double handling. The Modjo Dry Port in Ethiopia acts
as a key rail-connected hub, improving customs and
storage efficiency. The corridor is co-owned by the
Ethio-Djibouti Railway Share Company, ensuring
synchronized operations and capacity planning. After
an initial phase led by a Chinese contractor, operations
transferred to the bi-national company by the end of
2023, with ongoing technical support, creating a
cohesive logistics system for both nations.
Figure 4. Djibouti–Ethiopia Corridor in the Horn of Africa
[19]
The Djibouti–Ethiopia corridor case study
highlights a rapidly modernizing transport route that
has improved logistics through port-rail integration
and introduced greener transport methods. Early
challenges, such as power issues and underutilization,
are being tackled with operational adjustments and
planned expansions. Strong bilateral cooperation
supports the corridor’s success, making it a model for
landlocked developing countries seeking sustainable
access to trade. Focusing on institutional cooperation
and increasing rail use for various cargo types will
further enhance its role in regional development.
4.2 Case Study 2: Poland’s Sustainable Transport
Corridors
Poland is strategically located in Central Europe,
serving as a bridge between Western and Eastern
Europe. Key transport corridors include the Baltic–
Adriatic Corridor, connecting Gdańsk and Gdynia
with Warsaw and the Adriatic Sea, and the North Sea–
Baltic Corridor, linking Polish ports to Germany.
Poland is essential for China–Europe rail freight, with
Małaszewicze as a key entry point from Belarus. The
transport sector contributes 5–6% to GDP, and Polish
companies manage about one-third of EU international
road freight. In 2021, Poland's main seaports processed
around 97 million tonnes of cargo, with Gdańsk being
the Baltic Sea's largest container port, necessitating
strong road and rail connections.
In Poland, recent infrastructure investments have
focused on improving port-rail integration, addressing
past weaknesses in connections to ports. The
modernization of railway line 201, linking the
hinterland to the Port of Gdynia, involves adding a
second track and electrification, supported by a €480
million European Investment Bank loan in 2024. This
upgrade will improve speed and capacity, reducing
reliance on trucks for cargo transport. Similar upgrades
are planned for Gdańsk and the Szczecin-Świnoujście
complex, with all major ports expected to meet core rail
standards by 2030. Logistics hubs near Poznań and
Łódź are enhancing container handling between trucks
and trains, while new intermodal terminals along the
Polish–Ukrainian border are in development. Despite
challenges like capacity limitations and a strong
trucking sector, Poland is taking strategic actions to
modernize and integrate its transport corridors while
pursuing sustainability goals. These efforts aim to
secure Poland’s role as a key logistics hub in Central
Europe amidst rising freight demand.
Figure 5. Polish Port of Gdynia, Image: © Budimex
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5 RESULTS AND DISCUSSIONS
The Horn of Africa’s transport network currently
consists of several parallel systems. The primary
corridor is Djibouti–Ethiopia. Addis Ababa (Ethiopia’s
capital) is ~750 km from the Port of Doraleh in Djibouti.
In 2018, a new electrified standard-gauge railway
opened along this route. It replaced a dilapidated
metre-gauge line. The railway’s travel time from Addis
to Djibouti City is about 12 hours (at 120 km/h design
speed), versus roughly three days by heavy truck. This
corridor handles the vast majority of Ethiopia’s foreign
trade: about 95% of its imports and exports use
Djibouti’s ports, and Ethiopia provides ~70% of the
port of Djibouti’s throughput.
Figure 6. Ethiopia-Djibouti railway and Polish railways [2],
[20]
The Horn of Africa features key transport corridors
like the Berbera Corridor, which connects Berbera Port
(Somaliland) and is being expanded with DP World’s
involvement to accommodate 300,000–400,000 TEU. It
links Berbera to Ethiopia’s Somaliland region, avoiding
Eritrea. A proposed rail link to Ethiopia is still in the
planning stages. Another crucial route is the
Mogadishu–Ethiopia corridor, allowing freight
movement from Ethiopia to Mogadishu by road,
although security and quality concerns affect its utility.
Major rehabilitation of Mogadishu Port began in 2017,
yet cargo volumes remain below those at Djibouti.
Eritrea's ports (Massawa, Assab) are connected via a
narrow-gauge railway to Asmara but lack operational
links to Ethiopia or Somalia. Access through Assab was
cut off during the Eritrea–Ethiopia conflict (1998–2018),
and while there are discussions to revive connections
since the peace agreement in 2018, no significant
projects have been initiated yet.
5.1 Efficiency Gains from Port–Rail Integration
Our analysis indicates that integrating ports and rail
systems can significantly enhance efficiency. For
instance, the new rail line in the Djibouti-Ethiopia
corridor has reduced journey times by over 80%,
cutting trips from three days by truck to about 12 hours
by electric train. Rail freight costs are also much lower,
estimated at one-third of road transport expenses per
ton. Although the railway can handle nearly 25 million
tonnes per year, only 0.7 million tonnes were
transported by rail in the first half of 2020 due to
logistical issues. Furthermore, the Doraleh port
expansion in Djibouti aims to boost capacity from 6
million to 14 million tonnes annually to better
accommodate rising rail traffic. Ethiopia's total trade
reached about 17 million tonnes in 2020, mainly
through Djibouti. Shifting freight from road to rail
could significantly reduce carbon emissions, as
Ethiopia's electric trains operate on a grid that is 90–
95% renewable [21]. Heavy trucks emit about 120 gCO₂
per tonne-km, while electric rail emissions can be
below 30 gCO₂ per tonne-km (IPCC, 2018). Shifting 5
million tonnes per year from trucks to trains on the
Addis–Djibouti route could reduce annual CO₂
emissions by 200,000–300,000 tonnes, surpassing a 50%
reduction. This transition supports national climate
goals and decreases road wear and accidents,
particularly in mountainous regions [19].
5.2 Reflections from the case studies
The Ethiopia–Djibouti corridor is a model of
integration, characterized by effective governance,
connectivity, performance, and cost-effectiveness.
Jointly owned by Ethiopia (75%) and Djibouti (25%),
it’s operated by the Ethiopia–Djibouti Standard Gauge
Rail Transport S.C. Training for local operations is set
for 2024. The network connects key stations like Addis
Ababa and Modjo to the Port of Doraleh, though the
railway currently ends a few kilometers from the
container terminal. Plans for a spur line to improve
cargo transfer are underway. This collaboration
highlights the potential for success when ports and rail
infrastructure are developed together, although
challenges like funding issues and management
complexities remain. Effective multimodal logistics
planning is crucial, as infrastructure alone is
insufficient without addressing bureaucratic and
demand-related barriers.
Comparing Poland's experiences with the Horn of
Africa offers valuable insights. Poland's focus on
electrified rail systems and intermodal terminals
highlights the benefits of multimodal transport in
reducing carbon emissions and increasing efficiency.
Adopting similar, region-specific strategies in the Horn
of Africa could help resolve logistical challenges and
environmental issues. Investing in renewable energy
like geothermal and solar power, could facilitate the
electrification of transport corridors. Additionally,
creating policies that promote public-private
partnerships and international cooperation would be
key to replicating Poland's successes.
Both case studies demonstrate the link between
sustainability and efficiency in transport corridors.
Reducing bottlenecks and improving integration
enhance trade economically and environmentally. The
Horn of Africa corridor shows how modern
infrastructure can support sustainable trade, while
Poland highlights the need for continuous
improvement and policy support. Developing regions
can learn from Djibouti–Ethiopia's success in
sustainable infrastructure, while developed areas can
draw lessons from Poland's modernization efforts.
Successful corridors require strong infrastructure,
efficient operations, and supportive policies for global
applications.
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Table 1. Summary of Djibouti–Ethiopia and Poland corridor
comparison
Aspect
Poland Corridors
Integration
Existing infrastructure is
being retrofitted for
better integration;
projects to double-track
and electrify port rail
links (e.g. Gdynia).
Transit Time
Rail freight is relatively
slow (~23 km/h avg.);
trucking is faster for
many routes, though new
investments aim to cut
rail transit times.
Bottlenecks
Port last-mile rail
capacity (being
upgraded); border
crossing constraints at the
eastern border; frequent
maintenance slowdowns.
Truck-road dominance is
causing highway
congestion.
Freight Volume
~82.6 million tons carried
by rail for international
trade in 2021 vs ~237.9
million by road (for
exports/imports). Rail
share is relatively low,
but absolute volume is
large; huge trucking
volumes.
Environmental
Impact
Rail electrification is high
(99% core lines), but
electricity is largely fossil
until the grid is green.
Road freight = 25% of
transport emissions. Push
for modal shift and e-
trucks to cut emissions;
EU climate policies
enforcing change.
Governance
National ministries &
agencies with EU
corridor governance
overlay; compliance with
EU laws (e.g. TEN-T
standards). Coordination
through the EU’s core
network corridor forums;
domestic intermodal
strategy since 2019.
Key Best
Practices
Systematic upgrading of
legacy infrastructure to
meet modern standards
(e.g. 740m trains).
Leveraging supranational
funding and rules (EU) to
drive improvements.
Emphasis on intermodal
solutions (terminals,
incentives) to shift freight
off roads.
Monitoring via KPIs and
strategic planning to
target bottlenecks.
5.3 Green Logistics Initiatives
In the Horn of Africa, green logistics strategies are
gaining traction, particularly through the
electrification of rail and vehicles. The Addis–Djibouti
Railway, operating on 25 kV AC, utilizes Ethiopia's
renewable energy, providing a low-carbon transport
option. Future projects like the Addis–Mekele line are
also planned to be electric. While diesel is still
predominant in road transport, some countries are
testing CNG buses and electric trucks, reducing fuel
imports and air pollution in cities like Addis and
Djibouti [22]. Renewable energy is also being
integrated at corridor ports, with countries like
Djibouti and Berbera installing solar farms to power
operations. Estimates suggest these measures could
reduce port emissions by 20–30% [23]. In road logistics,
stricter fuel economy standards and the importation of
newer Euro-4 engines in Ethiopia support fuel
efficiency. Discussions are ongoing in Djibouti and
Somalia about low-sulphur fuel mandates. Operational
efficiency is being enhanced through measures like
Djibouti's Single Window cargo clearance system,
which speeds up customs and reduces idle time, thus
saving fuel. The Rim initiative aims for digital cargo
tracking to streamline operations. Recent port contracts
are incorporating environmental clauses, and waste
management is becoming part of logistics practices.
Although formal Green Corridor agreements haven't
been established yet, the region is moving toward more
sustainable logistics solutions.
6 CONCLUSIONS AND FUTURE DIRECTIONS
The Horn of Africa is at a pivotal moment, with the
potential to develop sustainable transport corridors
that enhance the economy while minimizing
environmental impacts. Integrated projects like the
Addis Ababa–Djibouti Railway and Berbera Port
modernization highlight steps toward better
connectivity, though environmental sustainability
remains a challenge due to rising emissions. Lessons
from Poland’s multimodal transport solutions and
green logistics can guide the Horn of Africa in
improving trade efficiency and economic
development. Success depends on stakeholder
alignment, adequate financing, and adaptive planning
for climate risks. While Ethiopia’s renewable energy
grid and solar power in Djibouti and Somaliland are
positive strides, inconsistent road transport practices
remain carbon-intensive, especially in Somalia and
rural Ethiopia. The comparison between the Horn of
Africa and Poland shows that basic principles for
corridor development are universal. Strategic
infrastructure can catalyze growth, especially when
sustainability is prioritized. Future efforts should
involve lifecycle analyses of transport projects, explore
alternative fuels, and promote cross-border
collaborations for harmonized standards and
knowledge sharing. By viewing corridors as
integrated, living systems, sustainable development
can be achieved while preserving the environment.
ACKNOWLEDGMENT
The Polish Ministry of Science and Higher Education has
financially supported the work
216
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