Could you give us a brief historical background on Sudan Railways Corporation?
Sudan Railways was founded in 1897. It started from Wadi Halfa in the north going down, spreading all around the country, going to the east up to Port Sudan, to the west up to Nyala and to the south up to Waw. The whole network is about 5000 kilometers. During the nineties we've built branch lines that have been constructed as a result of the development in the oil fields, Sharif, Abu Gabrah and other fields. Sudan Railways' history is made of up and downs, and reached its peak in 19972-73. The institution went down after '75. At that time there was political instability, and it has been punished for about 15 years until 89 when this new government came into power. After two years, in 1991, the government organized a very big conference for the railway and a rehabilitation program was implemented with the World Bank. Our goods transportation raised from 0.4 to almost 2 million tons per year and our costs lowered by reducing our workforce.
More recently, our efforts were aimed at getting oil out and exporting it. Our resources were diverted to that scheme, which ended successfully. The other priority as far as the development of the country is concerned is power generation, so we concentrated on it as well. The next stage for the government is agriculture, and there are some schemes for its development. In the infrastructure side, the railways are on the top of the agenda, and I believe the government is taking significant steps to involve the private sector. However, the Railways will remain government-owned.
What areas do you intend to focus most: goods or passengers'transportation ?
We are concentrating on freight. But for passengers our interest is to have the private sector involved. This is the area in which the private companies can go very far. About one year and a half ago, the operation side of the passengers traffic has been fully given to the private sector. This sector is now thinking of bringing new locomotives, new coaches and new cars.
The second issue to be adressed is the interconnection and extension of the network.
Have you ever received applications from foreign investors showing their interest in railways in some particular lines?
Yes, for western side of the Sudan, that's from Nyala to Rahad, because the railways are the only means of transport all over the year with safety and reasonable prices. Other investors are looking for rehabilitation of some trains and wagons to transport their own goods, like wheat or cement.
Can the train, in a country as vast as Sudan, compete with the plane and the roads?
For the areas where the roads can perform satisfactorily we are not competing. There are many accidents on the roads, many casualties, and people are scared of taking the roads. So the railway will continue to serve passengers in remote areas, but as far as the SRC is concerned, we don't have any intensive effort to produce. We are concentrating on the freight for the time being and giving the chance for the private sector to do the other job. We will be giving the coaches and the locomotives to the private sector. The private sector is now trying to make air conditioning (AC) coaches for the passengers. Naturally they will charge more but definitely they will provide extra services. This is logical because in the same train you will find AC coaches, first class, second class and third class, so anyone can take whichever he likes freely.
| What are the needs, and the areas where investment should be directed to?
There is a project right now under study and about to be completed that is the dry port in Khartoum North. We have just started this with our own resources and we think we are going to do this job jointly with the people in the sea ports authority, in the customs and in the free zones. About four authorities jointly will do the job, that also will put forward for any investor to come.
Basically in many countries you can connect some means of transportation's with others. Are you working closely to get with the representatives for example Sudan airways or those responsible of building the roads in order to bring all the efforts together?
This area is not that strong as it should be. But I will give you two existing examples. The first one for passenger, where people are taking the bus from Khartoum to Alrahab, and then the train from there to Nyala. The company which is operating the train is aranging the buses from Khartoum to Nyala. The second example is an example of transport of goods from door to door by railway. SRC is transporting goods by train to Khartoum and SRC is hiring trucks to transport the goods to the concerned person stores or factory. This practice has first been introduced in SRC in the year 2000. In conclusion, first steps for coordination between various modes of transportation to complement with each other have been started.
You recently signed an agreement with Chinese CMC of 18 million US dollar loan. Could you please give us some more details about this agreement?
It has been increased from 18 to 22 millions. The 18 millions balance will also come from China. The first 22 million are for infrastructure related materials, mainly the rails and rail equipment, plus 8 new locomotives for Sudan railways. We never had Chinese products in railway, we had got English, German, and other equipment but this is the first time we would have Chinese equipment in the railway. We will use the rest on getting some equipment to strengthen the infrastructure of the railway.
Do you think this cooperation with Chinese will extend to other Asian countries like Malaysia, and could move into other fields of cooperation?
It is possible and I do expect so. Right now with Malaysia we are importing all our requirements from timber sleepers for the last five years. This is done on a commercial basis. I think that with loans and protocols between the two countries this will develop. With the rest of Asian countries I think chances for cooperation are still there.
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