Why Food Grows But Doesn’t Reach: Transport and Trade Challenges in African Supply Chains

A groundbreaking report by the World Bank in partnership with ITP Royal HaskoningDHV and Equitable Maritime Consultants explores an often-overlooked yet pivotal cause of food insecurity in Africa: how food moves. Authored by Charles Kunaka, Megersa Abera Abate, Théophile Bougna Lonla, and Kisanet Haile Molla, the study uses the World Bank’s FlowMax model to trace the supply chains of four staple foods, cassava, maize, rice, and wheat, across 786 subnational zones. These crops make up nearly half of the caloric intake in Sub-Saharan Africa. The report reveals a paradox at the heart of the continent’s food systems: while agricultural production has surged by 160 percent over the last 30 years, the food-insecure population has also increased, by 60 percent in just the past decade.

The disconnect lies in the inability to distribute food effectively. Roughly 37 percent of locally grown food is lost postharvest, largely due to poor roads, limited storage, and slow, expensive transport. Compounding the issue is the fact that 60 percent of Africa’s rural population lives more than two kilometers from an all-weather road. Food in Africa travels an average of 4,000 kilometers to reach consumers, four times the distance it travels in Europe. These inefficiencies drive up prices, increase spoilage, and make food less accessible to the poor.

Trade Barriers and Fragmented Markets

The study exposes Africa’s overwhelming dependence on overseas food imports. Despite producing surpluses in some regions, only 5 percent of intra-African trade involves cereals, while 25 percent of food is imported from abroad, primarily from Europe and Asia. Countries such as Nigeria and the Democratic Republic of Congo are emblematic of this mismatch. Although they have strong agricultural sectors, their weak domestic transport networks prevent surplus crops from reaching food-deficient areas. Intra-country logistics gaps mirror regional ones: many countries continue to face high trade costs and procedural delays, even within established trade blocs like ECOWAS and the East African Community.

The cost of transporting food within East Africa averages $66 per tonne for maize, constituting 16 percent of its final market price. Rice and wheat are even more expensive to move. Nontariff barriers (NTBs), such as inefficient customs procedures and inconsistent quality standards, further inflate costs by as much as 25 percent. In many cases, countries opt to import food from distant global suppliers rather than buying from neighboring states. The report identifies 20 critical border crossing points that are vital for food trade and urgently require modernization.

Ports, Corridors, and a Continental Bottleneck

Ports are another vital yet underperforming component of Africa’s food supply chain. Of 138 seaports studied, only 52 handle significant food volumes, and fewer than a third can accommodate bulk vessels efficiently. As a result, food often arrives on general cargo ships, incurring higher fees and facing longer unloading times. Key ports such as Abidjan, Mombasa, and Dar es Salaam are essential gateways but are frequently congested and lack modern facilities.

On land, the situation is equally fragile. The report highlights 20 critical road segments and regional corridors that carry a disproportionate share of food flows. These roads, especially in landlocked countries, are vulnerable to climate shocks and political instability. Any disruption, from floods to armed conflict, can lead to food shortages in dependent regions. Infrastructure gaps in areas like eastern Congo, South Sudan, and central Mali make certain zones especially susceptible to isolation during emergencies. Without strategic investment in these corridors, Africa’s food system will remain at risk.

Storage Deficiencies: The Invisible Food Waster

Sub-Saharan Africa’s storage infrastructure is grossly inadequate. The region stores less than 30 percent of its annual agricultural output, compared to 60 percent or more in countries like Ukraine. Most African countries operate on a just-in-time food economy, with little buffer stock to cushion against global shocks such as war or supply chain breakdowns. As seen during the COVID-19 pandemic and the war in Ukraine, this vulnerability can lead to severe price spikes and food insecurity.

The report cites Ethiopia’s evolving food reserve policies and the ECOWAS regional storage system as promising models. However, these remain underfunded and patchy in coverage. The authors advocate for the development of modern silos, cold chain systems, and public-private partnerships to expand storage capacity and reduce food waste. Nearly 40 percent of perishable produce is currently lost due to a lack of refrigeration and handling infrastructure.

Transport Services: The Hidden Cost in Food Prices

Even where roads exist, the cost of transport services can be exorbitant due to monopolistic practices and poor regulation. In fragile states like Somalia and the Democratic Republic of Congo, transport prices range from $0.14 to $0.56 per tonne-kilometer, compared to $0.08 in Uganda or $0.06 in South Africa. These inflated costs dramatically affect retail food prices. For cassava, transport accounts for up to 45 percent of the final cost; for wheat, it’s 31 percent.

The report recommends fostering competition in the transport sector through vehicle financing programs and digital cargo-matching platforms. By reducing empty return trips and improving fleet utilization, countries could cut logistics costs significantly. Evidence from private-sector-led e-cargo platforms shows that even modest reductions in transport prices, around 10 percent, could raise regional trade by 25 percent.

A Blueprint for Action

The report concludes with a strong call to action. Africa cannot fix its food insecurity crisis through production gains alone. Strategic investments in resilient transport, streamlined trade policies, and expanded storage are critical. Policymakers must focus on closing infrastructure gaps, especially at ports, border crossings, and key corridors. Tailored interventions, based on specific regional supply chain characteristics, are needed, whether addressing cassava flows in Central Africa or wheat imports in coastal West Africa. In short, no hunger solution will be complete until Africa transforms how its food moves.