Madagascar cable car plan faces backlash

The first cable car in Madagascar’s capital was intended to reduce the city’s severe traffic congestion. Instead, it sparked protests that contributed to the president’s removal from office.

Antananarivo launched an 8.7-kilometer cable car line last August, marketed as a remedy for the capital’s gridlocked streets. Officials estimated it would transport 40,000 passengers daily, providing a faster option than the minibuses that crowd the hilly terrain. By September, problems had already surfaced.

From prestige project to protest symbol

Within weeks, the cable car became a focal point for demonstrators. Many young residents viewed it as an expensive, foreign-backed initiative that ignored their daily hardships. When President Andry Rajoelina was forced out in early October, the system ceased operations and has remained closed since.

Fanny Voélin, an expert in Antananarivo’s urban development, describes the planning as deeply flawed. She states the project was designed to enhance Rajoelina’s reputation rather than serve the public. The involvement of French companies and financing fueled perceptions that the cable car prioritized foreign interests over local needs.

A cable car could have avoided demolishing buildings for street-level transit. However, the implementation overlooked key realities. Fares ranged from $0.60 to $1.10—six times the cost of a minibus ride—making it unaffordable for most. Frequent power outages restricted service to four hours daily, requiring expensive generators to keep it running.

For Gen Z protesters already struggling with blackouts and rising costs, the cable car embodied misplaced priorities. Voélin explains that the project failed to address the city’s most pressing issues.

Damage, delays, and an uncertain future

The full extent of damage to the cable car infrastructure is unknown. Colas, the French construction firm responsible, has not provided a timeline for repairs. Madagascar’s new government hopes to resume operations by year’s end, though no concrete plans exist.

Even if technical obstacles are resolved, economic and political challenges remain. Voélin questions whether the system can ever operate profitably without significant subsidies. She suggests a revised approach would be necessary to regain public trust, though success is far from guaranteed.

While the cable car remains unused, Antananarivo’s traffic problems continue. Other transport projects show more potential.

Some improvements have occurred. World Bank-supported road upgrades have shortened travel times between Antananarivo and Toamasina from 12 hours to eight. The journey to Mahajanga now takes 11 hours instead of a full day. Yet these gains are fragile, as poor upkeep could reverse progress quickly.

The cable car’s collapse serves as a warning. While road projects offer hope, Madagascar’s transport system still faces significant hurdles. For now, commuters in the capital remain trapped in traffic, awaiting a practical solution.