The Sierra Leone Railways Development and Regulatory Authority (SLRDRA) is reviewing a five-year strategy to guide railway restoration, strengthen transport regulation and attract investment in a proposed 1,900-kilometer national railway network.
The draft strategic plan for 2026–2030 was examined Thursday, October 8, during a stakeholder validation workshop in Freetown, where government institutions and regulatory bodies proposed changes to its financing, governance and infrastructure development priorities.
The proposed National Railway Master Plan would cover 14 interconnected railway corridors across Sierra Leone, according to Ing. Abdul Kaadiru Kallon, the Authority’s director of environmental compliance. He identified the Kasafoni–Banana Island corridor as one of the priority projects under consideration.
The workshop focused on strengthening the draft strategy to ensure that railway development supports broader economic growth while addressing regulatory, environmental and financial challenges.
Opening the meeting, SLRDRA Director-General Ing. Dr. Albert Forde said stakeholder participation was essential to developing a practical framework for the country’s railway sector.
Forde explained that the newly established Authority was working to build the administrative, regulatory and operational structures needed to fulfill its mandate. He said input from relevant institutions would help align the plan with national development priorities and emerging transportation needs.
Deputy Director-General George Simeon Songu welcomed participants on behalf of the Authority’s board, management and staff, urging them to contribute constructively to improving the document.
Kallon outlined five strategic priorities: making the Authority fully operational, mobilizing revenue to support financial sustainability, developing railway and cable car regulations, preparing a comprehensive National Railway Master Plan and advancing priority infrastructure projects.
Stakeholders raised concerns about investment safeguards, project financing, institutional responsibilities, land acquisition and the environmental implications of the proposed network.
A representative of the National Investment Board called for a stronger public-private partnership framework to attract credible investors and promote transparency. The representative also recommended establishing railway access and safety regulations before finalizing investment arrangements for the proposed corridors.
Other recommendations included independent investment assessments, safeguards for the Bauya–Waterloo section and Western Area approach, and a review of the proposed investment budget and implementation schedule.
The Ministry of Finance representative emphasized the need for a realistic financing strategy backed by proper risk assessments, saying a credible funding framework would be essential to attracting investors and managing financial obligations.
The Ministry of Transport and Aviation sought clarification on whether the Authority would regulate railway operations alone or also supervise the implementation of cable car projects.
The Ministry of Justice representative questioned the institutional mapping in Section 3.5 on Page 26 of the draft, saying the Office of the Attorney-General and Minister of Justice had not been adequately represented. The representative also called for land acquisition issues to be coordinated with the relevant authorities, particularly the National Land Commission.
The Ministry of Planning and Economic Development commended the technical team for preparing the draft but called for clearer objectives and stronger alignment with relevant international development frameworks.
Environmental concerns also featured prominently in the discussions. A representative of the Environmental Protection Agency questioned the sustainability of a railway strategy heavily focused on mining, noting that mineral resources are exhaustible.
The representative urged the Authority to consider how the network could support agriculture, trade and other productive sectors to deliver lasting economic benefits beyond mining.
Meanwhile, a representative of the National Railway Museum highlighted railway safety and security standards, bilateral cooperation and the exchange of technical documents as important elements of effective planning.
The Sierra Leone Road Safety Authority representative asked whether the proposed cable car system would serve only Freetown or extend to provincial areas. The representative also raised concerns about electricity supply and connectivity outside the capital, which could affect the feasibility of cable car operations.
Participants further called for better coordination among public institutions, clearer separation between regulatory oversight and project implementation, and stronger environmental protections. They also stressed the need to align railway projects with existing national infrastructure plans and international development commitments.
At the end of the workshop, Samuel Morgan, representing the Ministry of Transport and Aviation, and Adama Boima, Esq., of the Ministry of Justice, moved a motion for the adoption of the draft strategic plan.
However, the meeting record did not establish whether the motion was formally carried or whether the document received final approval.
In his closing remarks, Songu thanked the participating institutions for their contributions, acknowledging the role of their recommendations in strengthening the proposed strategy.
The consultation marks a step in the Authority’s efforts to establish a coordinated framework for railway restoration and modern transportation infrastructure. Further revisions to the draft are expected to address the concerns raised over financing, investment governance, regulation and environmental sustainability as Sierra Leone pursues a safer and more integrated railway system.