Cape to Cairo Road
The Cape to Cairo Road or Pan-African Highway, sometimes called the Great North Road in sub-Saharan Africa, was a proposed road that would stretch the length of Africa, from Cape Town to Cairo, through the Cape to Cairo Red Line of British colonies. The proposal was similar to the Cape to Cairo Railway, another proposed infrastructure project through the same colonies. Neither were completed before British colonial rule ended in the colonies.
|Trans-African Highway network|
In the 1980s the plan was revived with modifications as the Cairo–Cape Town Highway, known as Trans-African Highway 4, in the transcontinental road network being developed by the United Nations Economic Commission for Africa (UNECA), the African Development Bank (ADB), and the African Union, as part of the Trans-African Highway network.
From about 1890, some[who?] in the British Empire envisioned a road that would stretch across the continent from south to north, running through the British colonies of the time, such as the Union of South Africa, Southern and Northern Rhodesia and Nyasaland, Kenya, Sudan and Egypt. The road would create cohesion between the British colonies of Africa, it was thought, and give Britain the most important and dominant political and economic influence over the continent, securing its position as a global colonial power. The road would also link some of the most important cities on the continent, including Cape Town, Johannesburg, Pretoria, Harare (then Salisbury), Lusaka (the main street through the centre of Lusaka was part of this route and is how it got its name, Cairo Road), Nairobi, Khartoum and Cairo. One of the main proponents of the route was Cecil John Rhodes, though his preference was for a railway. German East Africa (Tanganyika, now Tanzania) was a gap in the British territories, but Rhodes, in particular, felt that Germany ought to be a natural ally. Shortly before his death he had persuaded the German Kaiser to allow access through his colony for the Cape to Cairo telegraph line (which was built as far north as Ujiji but never completed). In 1918 Tanganyika became British and the gap in territories was filled.
One of the biggest problems was the decline of the Empire and fragmentation of the British colonies. Even though Egypt became independent in 1922, British influence there was strong enough for Cairo to be viewed as part of the British sphere of interest, and the idea of a road continued. After Egypt, Sudan was the next to become independent in 1956, putting an end to the colonial motivation of the dream.
France had a rival strategy in the late 1890s to link its colonies from west to east across the continent, Senegal to Djibouti. Southern Sudan and Ethiopia were in the way, but France sent expeditions in 1897 to establish a protectorate in southern Sudan and to find a route across Ethiopia. The scheme foundered when a British flotilla on the Nile confronted the French expedition at the point of intersection between the French and British routes, leading to the Fashoda Incident and eventual diplomatic defeat for France.
The first known attempt to drive a vehicle from Cape Town to Cairo was by a Captain Kelsey in 1913-14 but this came to an untimely end when he was killed by a leopard in Rhodesia. The first successful journey was Court Treatt expedition of 1924 led by Major Chaplin Court Treatt and described by his wife Stella Court Treatt in Cape to Cairo (1927), which drove two Crossley light trucks leaving Cape Town on 23 September 1924 and arriving in Cairo on 24 January 1926.
The original route todayEdit
This section needs to be updated.May 2016)(
The road remains a somewhat elusive idea. There are numerous routes. Some sections, especially in Kenya, Ethiopia, South Sudan and Sudan, are unpassable at times due to political and security concerns. BDlive reported in May 2016 that the entire route had recently been paved, reporting that Hell's Road was "the final untarred section that would otherwise realise Cecil John Rhodes’s dream of a smooth connection between the Cape and Cairo....Hell's Road was recently tarred. A number of adventure travel companies offer Cape to Cairo overland expeditions using four-wheel drive trucks with bus bodies.
Starting from the south, the first section of the road that runs through South Africa is called the N1, linking Cape Town in the south with Beit Bridge on the Limpopo River between South Africa and Zimbabwe. There are numerous alternative routes in South Africa, including a route through Mahikeng and Gaborone, as part of the Trans-African Highway Network Route 4 (Cairo-Cape Town Highway).
In Zimbabwe, the road continues as the Chirundu-Beitbridge Regional Road Corridor, which consists of the A6 road to Harare and the A1 road to Chirundu Border Post on the Zambezi River thereafter, continuing as the T2 Road in Zambia to Lusaka. An alternative route is the A6 and A8 roads, which connect the South African Border with the Zambian Border at Victoria Falls on the Zambezi River via Bulawayo. It continues as the T1 Road in Zambia towards Lusaka.
In Tanzania there are a number of roads could be deemed to be part of the route, the clear definitions and markings that are characteristic of the Pan-African Highway do not apply here. Most would consider it to be the road from Tunduma on the Tanzania-Zambia border, through Morogoro to the Arusha turnoff, and north to Arusha, then to Nairobi in Kenya. There was a marker in the 1930s in Arusha, Tanzania, to indicate the midpoint of the road.
Kenya has a tarred highway to its border with Sudan but the roads in southern Sudan are very poor and made frequently impassable, so that even without the conflicts that have afflicted Sudan, the route through Ethiopia is generally preferred by overland travellers. The route from Isiolo in Kenya to Moyale on the Ethiopian border through the northern Kenyan desert has sometimes been dangerous due to bandits.
The most difficult section in the whole Cape to Cairo journey is across the Nubian Desert in northern Sudan between Atbara and Wadi Halfa, but there is also a railway traversing this route which can take vehicles in piggyback fashion. Tarred highways continue the route to Cairo. An Egyptian and a Sudanese company committed in January 2010 to build a 400 kilometres (250 mi) stretch of highway between Aswan and Dongola in Sudan. The stretch of highway between Dongola and Wadi Halfa is complete as of June 2010 and a land port opened between Sudan and Egypt in 2015. At Wadi Halfa on Lake Nasser there is land port between Sudan and Egypt.
Cairo–Cape Town HighwayEdit
The Cairo–Cape Town Highway follows much of the Cape-to-Cairo Road's route but it has a few differences.
Firstly, the Cairo–Cape Town Highway passes through Addis Ababa, Ethiopia while the Cape-to-Cairo Road goes directly through South Sudan from Kenya. Secondly, the Cairo–Cape Town Highway passes through Livingstone (Victoria Falls), Bulawayo, Francistown and Gaborone and not through Harare, Pretoria and Johannesburg.
This new route has a length of 10,228 km. As South Sudan has a paved link to its border with Kenya, ultimately a route through southern Sudan via Khartoum and South Sudan may provide a shorter alternative to the Ethiopian route.
The modern revival of the plan occurred in the 1980s. South Africa was not originally included in the route which was first planned in the Apartheid era, but it is now recognized that it would continue into that country. The consultants' report suggested Pretoria as end, which seems somewhat arbitrary and as a major port, Cape Town, is regarded as the southern end of regional highways in Southern African Development Community countries. The highway may be referred to in documents as the Cairo–Gaborone Highway or Cairo–Pretoria Highway.
As the Cairo-Cape Town Highway passes through south-eastern Botswana, the route does not pass through Pretoria as the Cape-to-Cairo Road does. After Gaborone, the road proceeds into the western side of South Africa.
Modern route todayEdit
This section needs to be updated.May 2016)(
The Ethiopian section is all tarmac road, although much of the Ethiopian section passes through mountainous terrain and parts of the road may be hazardous as a result.
The road section through Babati and Dodoma in central Tanzania has been completely paved, and passable throughout most of the year, and the alternative paved eastern route to Iringa via Moshi, Korogwe, Chalinze and Morogoro may also be considered to have a better claim to be part of the highway.
Between Chalinze in Tanzania and Kapiri Mposhi in Zambia via Iringa, Tunduma & Mpika, the highway uses an important regional route, the Tanzam Highway, also called the northern section of the Great North Road (T2 Road) in Zambia. This highway has the distinction of being the only link between any of Africa's five major regions which is paved, linking East Africa to Southern Africa. It is the most used of any such inter-regional road on the continent.
From Kapiri Mposhi, the road is completely paved, mostly in good condition and continues southwards as the T2 Road (still called Great North Road), through Kabwe and Lusaka to the Kafue River Bridge, where it becomes the south-westerly Lusaka-Livingstone road, through Mazabuka and Choma to Livingstone and the Victoria Falls, where the road crosses the Zambezi River and enters Zimbabwe. The section from Kapiri Mposhi to Kafue is shared with the Beira-Lobito Highway.
The road section through Zimbabwe is paved, firstly going south-east from Victoria Falls to Bulawayo, then shifting south-west, crossing the border with Botswana, to the city of Francistown. The road section through Botswana is paved, going from the border with Zimbabwe as one road through Francistown, Palapye, Gaborone and Lobatse to the border with South Africa.
In South Africa, the road is completely paved, with the entire route through the country being part of the National Roads in South Africa (System of highways). After entering South Africa, the Cairo-Cape Town Highway passes through Mahikeng, Warrenton, Kimberley and Beaufort West to end in the vicinity of Cape Town. From Mahikeng to Warrenton, it uses the N18 Route, before using the N12 Route from Warrenton to Beaufort West and becoming the N1 Route for the remainder of the route to Cape Town.
- "Cape to Cairo Railway".
- Denny, S. R. (1962). "The Cape to Cairo Telegraph". The Northern Rhodesia Journal. 5 (1): 39–42. Retrieved 15 April 2007 – via NRZAM.
- Court Treatt, Stella (1927). Cape to Cairo. London: Harrap.
- "The Court Treatt Expedition". Retrieved 22 May 2009.
- de Vos, Bas (20 May 2016). "Our ride to Kenya's Hell and back — for a cold beer". Business Day Live. Retrieved 21 May 2016.
- "Sudan Transport". Lonely Planet World Guide. Archived from the original on 5 May 2007. Retrieved 15 April 2007.
- Matson Photo Service. "Tanganyika. Arusha. Half-way point from Cape to Cairo, 1936" (Photograph) – via Library of Congress.
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- "Egypt, Sudan Firms Sign Accord on Cape-to-Cairo Road". M&G.
- "Mehlib inaugurates Qastul land port between Egypt, Sudan". Retrieved 28 July 2015.
- "Cairo-Cape Town Highway: From Vision to Reality in 2015". Egyptian Streets. ES Media. 12 September 2014. Retrieved 25 January 2015.
- African Development Bank; United Nations Economic Commission For Africa (14 August 2003). "Volume 2: Description of Corridors" (PDF). Review of the Implementation Status of the Trans African Highways and the Missing Links. Archived from the original (PDF) on 28 January 2007. Retrieved 14 July 2007.
- Michelin Maps (2000). "Africa Central and South" (Map). Michelin Motoring and Tourist Map. Paris: Michelin Travel Publications.[full citation needed]