Chad’s transport challenge: revolutionising mobility 66 years after independence
Chad’s transport challenge: revolutionising mobility 66 years after independence
Sixty-six years after gaining sovereignty, Chad confronts a significant hurdle: establishing a structured interurban transport network to stimulate its economy and ensure secure movement for its citizens.
Sixty-six years after achieving independence, Chad continues to grapple with a significant paradox: a vast territory strategically positioned at the heart of Central Africa, yet its internal mobility largely relies on roads and an inadequately structured interurban transport network. The government has now elevated the modernization of its transport sector to a top priority. However, the fundamental question remains: what framework is needed to connect major cities like N’Djamena to Moundou, Sarh, Abéché, Mongo, Faya-Largeau, or Bol, ensuring safety, regularity, and comfort fitting for a nation determined to accelerate its economic development?
A vast country, a still-fragile network
Covering an expansive 1,284,000 km², Chad presents significant economic challenges due to its sheer distances. For its citizens, travelling between provinces can consume several hours, or even an entire day. Roads remain the primary mode of transportation. Chadian transport infrastructure has historically been hampered by an insufficient network and the complete absence of a railway system. Previous assessments, including one by the World Bank, underscored the absolute dominance of road transport and the scarcity of regular interurban transport services.
Today, authorities are committed to transforming this situation. In March 2026, the government highlighted territorial accessibility, infrastructure modernization, and national and international connectivity as key priorities within the transport sector.
From informal transport to an organised system
The real challenge extends beyond merely increasing the number of vehicles. It involves constructing a comprehensive national interurban transport system. This entails establishing accredited companies, modern bus terminals, fixed schedules, reliable ticketing, mandatory technical inspections, compulsory insurance, professional driver training, and robust safety protocols. Currently, travellers often choose from various private operators whose schedules, departure conditions, and comfort levels can differ dramatically.
Why not establish a national network structured around key corridors?
Routes such as N’Djamena–Moundou–Sarh, N’Djamena–Mongo–Abéché, N’Djamena–Massakory–Bol, or N’Djamena–Faya-Largeau could be designated as priority corridors. These would feature daily departures and regulated fares. The objective isn’t necessarily to create a single public company, but rather to implement a system where the state defines the regulations and the private sector delivers the service.
Chad could draw inspiration from the Senegalese model. In Dakar, authorities initiated a restructuring of the public transport network, incorporating the Bus Rapid Transit (BRT), Regional Express Train (TER), and conventional buses. The initial phase of this restructuring program includes 400 new buses, 14 routes, two workshop-depots, and over 30 km of upgraded road infrastructure, all designed with an intermodal approach. Chad could adapt this strategy to its own scale: a transport company is only effective when integrated into a broader network. For Chadian interurban transport, this translates into modern terminals at the exits of N’Djamena, designated stations in major towns, and well-organised connections.
Similarly, Rwanda demonstrates the benefits of stringent organisation. Between 2024 and 2025, Kigali revamped its public transport, expanding from four to seven corridors while increasing the number of operators from three to thirteen. The government also procured 200 new buses.
The lesson for Chad is clear: while the quantity of vehicles matters, regularity, regulated competition, and service quality are equally vital. A bus departing on time, with a known fare and a clearly displayed destination, would itself represent a significant advancement for travellers. Interurban transport should not be viewed solely as a passenger service; it is also indispensable for commerce.
A farmer in Moundou needs efficient means to transport produce to N’Djamena. A herder requires access to markets. A student from Abéché must be able to reach their university. A patient needs reliable access to medical facilities.
Therefore, investments in road infrastructure must go hand-in-hand with investments in transport services. In 2025, the World Bank approved 170 million dollars to enhance connectivity in the Lake Chad region, specifically for paving 55 km between Liwa and Rig-Rig, 12 km of access roads to Bol, and 50 km of rural roads. These infrastructure developments must now be integrated into a cohesive national mobility policy.
What about rail?
In the longer term, Chad must seriously consider railway development. Given its vast distances and substantial volumes of goods, the nation cannot indefinitely rely solely on trucks and buses for all its mobility needs.
Rail could progressively link major economic hubs to border regions and regional trade corridors. Indeed, the government has included railway network development among the projects under consideration in its transport sector action plan. However, rail represents a considerable investment. Consequently, the immediate priority remains the modernization of the road network and the professionalization of bus transport.
Chad’s unique model should be straightforward: it doesn’t need to replicate Dakar or Kigali entirely, but rather build its own system based on five core priorities: year-round passable roads, professional transport companies, modern terminals, robust road safety, and accessible fares.
Complementing these priorities should be the digitalization of ticketing, vehicle tracking systems, regular technical inspections, and published schedules. After 66 years of independence, travelling between Chadian cities should no longer be an arduous journey. Transport serves as an invisible yet critical infrastructure for development. Without mobility, there is no national market; without a national market, genuine economic integration is unattainable. The Chad of 2030 must be able to answer a fundamental question: how can a citizen traverse the country safely, affordably, and predictably?
Only under these conditions will roads transcend their role as mere pathways and truly become instruments of national development.