Between the docks of Abidjan, Dakar, or Lomé and the markets of Bamako, Ouagadougou, or Niamey, everything hinges on roads and railways. West African logistics corridors—structured transport routes combining roads, railways, and port infrastructure that connect a seaport to its regional hinterland—are not mere transit routes. They determine the cost of a bag of rice, the competitiveness of locally produced cement, or the profitability of cotton exports. In a region where several countries are landlocked, the performance of these transport corridors is essential for economic integration.

The World Bank estimates that logistics costs in sub-Saharan Africa can represent up to 30% to 40% of the value of goods, compared to less than 15% in many advanced economies.

In West Africa, transit times between a port and a Sahelian capital can reach several days, sometimes even longer during periods of congestion or heightened controls. Every hour lost increases the cost of the final product.

The Abidjan-Ouagadougou corridor is one of the major axes for Burkina Faso. The Dakar-Bamako corridor remains strategic for Mali. Lomé and Tema are also positioned as gateways to Niger.

This port competition is not just a rivalry for influence. It reflects a battle over costs, customs clearance times, and service reliability. Ports that invest in modernizing terminals, digitizing procedures, and improving land connections attract more traffic.

For landlocked countries, dependence is structural. The slightest disruption, whether it be administrative delays, road deterioration, or a deteriorating security situation, immediately affects the supply of fuel, food, or industrial inputs. Agricultural exports—cotton, sesame, or livestock—are also subject to these constraints, reducing producers' profit margins.

The issue goes beyond mere physical infrastructure. Efficient corridors combine well-maintained roads, streamlined border crossings, harmonized customs procedures, and cross-border cooperation. When controls become more frequent and formalities differ from one country to another, the corridor loses its fluidity. Companies then factor a logistics risk premium into their pricing.

Ongoing investments in several West African ports, including the expansion of container terminals and the development of new deep-water ports, reflect the desire of states to consolidate their position.

But without parallel improvement of road and rail links to the interior, these infrastructures risk operating below their potential.

Regional competitiveness is thus played out far from commercial negotiation rooms. It is built on the quality of the asphalt, the speed of procedures, and coordination between administrations.

In a space where economic integration remains a stated ambition, logistics corridors remain one of the most tangible levers for reducing costs, stimulating trade and bringing economies closer together.