A billion-dollar railway runs silently from Tsumeb to Oshikango — built to connect Namibia and Angola, but today it carries zero freight and almost no passengers.
Namibia has long recognized that infrastructure is the backbone of sustainable development. Among the country’s most ambitious projects is the northern railway line stretching from Tsumeb, through Ondangwa, to Oshikango at the Angolan border. This project was envisioned as a corridor to stimulate trade, create jobs, and open up Namibia’s northern regions to economic opportunities.
Phase one, stretching from Tsumeb to Ondangwa, cost an estimated N$841 million, while phase two, from Ondangwa to Oshikango, added another N$329 million.
In total, Namibia invested over N$1.17 billion — with some reports placing the overall expenditure closer to N$1.3–1.4 billion when all related works, such as stations, sleepers, and signalling, are included.
These are substantial sums drawn from the public purse, reflecting the trust Namibians placed in their government to manage their resources prudently.
Yet today, the Ondangwa–Oshikango section of the railway remains largely unused. Passenger trains are infrequent, freight transport is zero, and the line is not fulfilling the economic potential that justified such a heavy investment. This situation raises serious questions about accountability, governance, and the ability of public institutions to convert infrastructure investments into tangible benefits for the people.
The railway is far more than steel tracks and concrete sleepers. It is a vehicle for development, a tool for regional integration, and a potential engine for job creation. If fully operational, it could significantly reduce transport costs for Namibian businesses and open up access to Angola and beyond, thereby increasing trade volumes and generating revenue.
Moreover, it could bring direct benefits to ordinary citizens: children could use the railway for school tours, allowing them to explore Namibia’s northern regions safely and affordably while learning about their country’s economy, geography, and history.
However, what is particularly concerning is the lack of strategic thinking by the relevant authorities, especially the National Planning Commission. It seems the Commission has failed to envision practical ways to ensure that large-scale infrastructure projects, such as the northern railway, are not only built but also fully operational and economically productive.
Directives such as instructing TransNamib to establish a national locomotive shed in Oshikango, for instance, could have transformed the railway into a self-sustaining economic asset. Yet, such initiatives are either absent, delayed, or inadequately prioritised.
This points to a broader pattern of planning that does not always anticipate the operational realities or the potential socio-economic benefits of major investments.
There are practical steps that can transform this idle railway into a thriving economic artery. For instance, TransNamib should establish a locomotive shed in Oshikango.
This facility would not only maintain and service trains but also provide dozens of jobs for skilled technicians — many of them graduates of Vocational Training Centres. It would create a hub of technical expertise in a region where employment opportunities are scarce, empowering youth and reducing unemployment.
Additionally, Namibia could consider establishing a container manufacturing plant in Oshikango.
Locally produced containers could be transported via rail to urban centres and coastal ports, supplying logistics companies and supporting Namibia’s growing trade sector.
This would ensure the railway is used consistently, delivering a tangible return on the billions invested in its construction. Employment would multiply — not only in the railway sector but also in manufacturing, logistics, and ancillary services.
Revitalising the railway would also breathe new life into Oshikango as a border town. With operational trains, businesses would return, trade would flourish, and the town could evolve into a regional hub for commerce and transport.
The railway would no longer simply be an infrastructure project — it would become a cornerstone of northern Namibia’s economic development, helping to reduce poverty, stimulate local economies, and increase the country’s competitiveness within the Southern African Development Community (SADC).
From a constitutional perspective, Article 95 obliges the Namibian State to actively promote the welfare of its people through policies that secure economic growth, enhance productivity, and ensure fair opportunities for all citizens. Leaving a N$1.17 billion railway line idle is inconsistent with this mandate.
The public has a right to know how this investment benefits the nation and when it will begin generating the intended returns.
Operationalising the railway would send a clear message: Namibia values its infrastructure, respects the taxpayer, and is committed to leveraging investments for meaningful economic and social outcomes.
It is also a politically sound strategy — demonstrating accountability and tangible results reassures citizens and investors that the country is capable of translating ambitious projects into real-life benefits.
I want to conclude by saying the Tsumeb–Oshikango railway is a national asset too important to be neglected. By establishing maintenance facilities, encouraging industrial opportunities like container production, and fully utilising the line for freight and passenger services, our country can finally reap the economic and social benefits of this investment.
It is time for the government — and particularly the National Planning Commission — to move beyond limited, short-term thinking and ensure that directives translate into practical, operational solutions. The railway is not just a line on a map; it is a pathway to prosperity, and we cannot afford to let it go unused.
-Hidipo Hamata is a former member of the 7th Parliament of Namibia. He writes in his personal capacity.