Abu Tartour–Qena–Safaga Railway Line

Objective

It will facilitate the connection between Upper Egypt and the Red Sea Governorate via the Qena interchange station. The line will also integrate with the existing railway network, benefiting tourist traffic by offering access to diverse destinations, including cultural and historical sites in Luxor, beach tourism in Hurghada and Sahl Hasheesh, and religious sites in southern Egypt. Moreover, the line's logistical capabilities will support transportation services, including the movement of goods. It will enable the transportation of products such as phosphate exports from the New Valley and aluminium from Naga Hammadi to Safaga Port. Additionally, agricultural crops from East Al-Awiyyat and Toshka can be efficiently transported to Safaga Port through Aswan and Qena. The integration of Safaga Port and Hurghada Airport into the high-speed electric train network will further enhance connectivity and contribute to sustainable development in the Red Sea Governorate.

Description

"Construction of the third line of the high-speed electric train network forms part of the development logistics corridor encompassing Safaga, Qena, and Abu Tartur.  The network is designed to operate at a speed of 250 km/h, with express electric trains reaching speeds of 230 km/h, regional electric trains at 160 km/h, and freight trains at 120 km/h. The third line is expected to accommodate six express electric trains, twelve regional electric trains, and six freight trains, ensuring optimum financial returns to cover operating and maintenance expenses."

History

The original construction of the route roughly amounted to £1.8 billion. Local manufacturer Semaf supplied a massive fleet of 700 bottom-discharge wagons, while Adtranz Germany delivered 45 diesel-electric locomotives specifically for this traffic between 1995 and 1996. The US Agency for International Development (USAID) also stepped in during the late 1990s to help fund additional General Electric locomotives. Financed directly via the state through the National Authority for Tunnels (NAT) using an EPC-plus-financing structure. This model is traditionally backed by a combination of Egyptian government treasury allocations and sovereign-backed international loan packages arranged by European export credit agencies and lenders (such as Germany’s Euler Hermes and KfW IPEX-Bank) supporting the wider Siemens HSR network contracts