By Democracy Watch Editorial Board
Buchanan, Grand Bassa County – ArcelorMittal Liberia (AML) is pushing back against accusations of monopolizing Liberia’s railway infrastructure, emphasizing its commitment to a multi-user system that benefits the government and the people. The company, which has already invested over $800 million in the rail network, argues that ongoing delays in third-party rail access are not its fault but rather a result of broader policy and operational considerations.
In a move to set the record straight, AML recently hosted over two dozen journalists on a guided tour of its railway facilities, showcasing ongoing improvements, including a new railway station in Buchanan and a high-tech digital monitoring system designed to track locomotive movements.
For years, AML has faced criticism over its perceived control of the government-owned rail line stretching from Yekepa to Buchanan. Some stakeholders claim the company is intentionally blocking other mining firms from using the corridor, an allegation the company firmly rejects.
Back in 2021, Liberia’s House of Representatives rejected an amended Mineral Development Agreement (MDA) with AML, citing fears of a monopoly. However, AML maintains that the very agreement included a clause allowing the government to strip it of rail operation rights if it was found sabotaging third-party access.
“At no point has AML opposed third-party rail use,” the company insists, adding that it has actively aligned itself with the Liberian government’s vision of developing a fully functional, multi-user railway system.
As part of its expansion, AML has backed the “User-Operator” model outlined in the Third Amendment to its MDA. This framework, widely used in Australia, Brazil, and Guinea, allows mining firms to develop and operate railway infrastructure while ensuring shared access. The Liberian government has also introduced the Rail System Operating Principles (RSOP), which will be enforced by a new Rail Authority to guarantee transparency, inspections, and compliance among all users.
AML cites Guinea’s bauxite sector as a successful example of the user-operator model in action. There, mining companies that invest in railway infrastructure maintain operational control but are required to grant access to other users. In return, they foot the bill for infrastructure upgrades, manage rail capacity, and contribute heavily to government revenues.
The company argues that Liberia should adopt a similar strategy rather than push for an external third-party operator, which, it warns, could scare off potential investors.
In recent years, there has been growing speculation about whether Guinea might transport its iron ore through Liberia’s railway and ports. However, AML argues that Guinea has resisted this idea for over 40 years and is unlikely to change its stance now that it has completed its own Trans-Guinea Railway.
This reality, AML suggests, raises a critical question for Liberia: Why would any investor pour money into Liberia’s rail infrastructure if the government plans to later strip them of operational control?
“The government must decide whether it wants to attract investment and foster economic growth or adopt policies that will ultimately deter infrastructure development,” the company warns.
As discussions on rail management continue, the government finds itself at a crossroads. Should it proceed with AML’s proposed user-operator model, which has been tested in other mining-heavy countries? Or should it insist on bringing in a third-party rail operator, despite concerns that this could discourage foreign investment?
For now, AML maintains that its interests align with those of the Liberian people—ensuring an open and well-maintained railway that supports long-term economic growth. The ball, however, is in the government’s court.
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