Monrovia, Liberia – Last Monday, Guinea launched one of the biggest mining, rail, and port projects in Africa when it exported its first iron ore from the enormous Simandou complex. The project, which is divided between a partnership led by Rio Tinto and a consortium led by Winning International Group, is based on a 3.3 billion-ton deposit and is anticipated to export up to 120 million tons of high-grade ore annually for decades.
La Compagnie du TransGúen, the company managing the new 370-mile railway connecting the mine to the Morebaya harbor, is jointly owned by the two operators. Sun Xiushun, CEO of Winning, oversaw the design and construction of the rail line, which is anticipated to transform business and transportation along its length.
However, Guinea did not invite Liberia to celebrate the completion of this multibillion-dollar port and train facility. Additionally, Liberia is still negotiating a Concession and Access Agreement with Ivanhoe Liberia, which is largely dependent on transporting Guinean ore across Liberian territory, while Guinea moves forward with its own train link.
To make matters even more complicated, Guinea has not yet replied to Liberia’s diplomatic request for clarification on whether or not it plans to use Liberia’s port and railway. Serious questions over the viability and applicability of the Ivanhoe contract have been raised by this silence.
In light of this, the Senate Joint Committee on concessions and transportation this week demanded that the Executive Branch provide complete documented evidence before allowing senators to proceed. Liberia runs the risk of agreeing a contract based on presumptions rather than pledges, according to senators.
The Committee, led by Senator Saah Joseph, claims it has not seen any evidence that the Ivanhoe agreement conforms with the legally binding 2019 Liberia–Guinea Implementation Agreement, which mandates formal sign-off from both governments, technical coordination, and joint reviews before any cross-border rail access deal is finalized.
The Senate asserts that it has not received any minutes or endorsements from the Monitoring Committee or the Interministerial Committee. Furthermore, there is no confirmation that the Guinean government has accepted or even acknowledged the proposed rail access deal.
Legislators warn that Liberia could get into legal and diplomatic hot water if it inks an arrangement that depends on ore shipments from a country that is clearly expanding and depending on its own domestic railway. The new Guinean line, which is currently operational, could make the Ivanhoe access plan outdated.
The committee has requested feasibility studies, financing details, environmental and social assessments, local content plans, community consultations, and official diplomatic correspondence with Guinea. Lawmakers also questioned why the deal makes no reference to the HPX Liberty Corridor, a major project widely expected to be part of any regional transport conversation.
Inside the Capitol, some lawmakers believe the push for ratification is rushed and could place Liberia at a disadvantage. They argue that without Guinea’s explicit commitment, moving ahead is risky and could bind the country to an unbalanced concession.
Industry observers and civil society organizations voice similar worries, urging Liberia to slow down, demand transparency, and ensure regional cooperation. As Guinea grows its own rail network and declines to respond to Liberia’s inquiries, doubts about the Ivanhoe Access Agreement are intensifying.
The Senate Joint Committee has stated unequivocally that it will not proceed unless all required documents are submitted. Guinea’s pursuit of its own autonomous agenda continues to cast doubt on the durability of the Ivanhoe deal.
