Chad’s transport revolution: connecting the nation for economic growth

Sixty-six years after achieving independence, Chad continues to grapple with a significant paradox: despite its immense territory and strategic position in the heart of Central Africa, internal mobility remains largely dependent on roads and an underdeveloped interurban transport network. The government has now declared transport modernization a top priority. But what kind of framework is needed to connect major cities like N’Djamena, Moundou, Sarh, Abéché, Mongo, Faya-Largeau, and Bol with the safety, regularity, and comfort expected of a nation striving for accelerated development?

A vast country, a still fragile network

Chad spans an expansive 1,284,000 km², where vast distances inherently pose economic and logistical hurdles. For citizens, journeys between provinces can consume many hours, often an entire day. Roads remain the primary mode of travel. For an extended period, Chad’s transport infrastructure suffered from an inadequate network and a complete absence of railways. Even an earlier World Bank assessment highlighted the overwhelming reliance on road transport and the scarcity of regular interurban services.

Today, authorities are determined to initiate change. In March 2026, the government formally placed territorial access, infrastructure modernization, and both national and international connectivity at the forefront of its transport sector agenda.

From informal transport to an organized network

The real challenge extends beyond simply increasing the number of vehicles. It involves constructing a comprehensive national interurban transport system. This means establishing licensed companies, modern bus terminals, fixed schedules, ticketing systems, mandatory technical inspections, compulsory insurance, driver training programs, and robust safety protocols. Currently, travelers often choose among various private operators, where departure times, conditions, and comfort levels can vary wildly.

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 prioritized. These corridors would feature daily departures and regulated fares. The goal wouldn’t necessarily be to create a single public company but rather to implement a system where the state sets the rules and the private sector delivers the service.

Chad could draw inspiration from the Senegalese model. In Dakar, authorities have embarked on a comprehensive restructuring of the public transport network, integrating Bus Rapid Transit (BRT), regional express trains (TER), and conventional buses. The initial phase of this restructuring program includes 400 new buses, 14 lines, two maintenance depots, and over 30 km of upgraded roadways, all designed with an intermodal approach. Chad could adapt this logic to its own scale: a transport company’s effectiveness is maximized when it is part of an integrated network. For Chadian interurban transport, this translates to modern terminals at N’Djamena’s exits, designated hubs in major cities, and well-organized connections.

Similarly, Rwanda demonstrates the benefits of stringent organization. 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 invested in 200 new buses.

The lesson for Chad is clear: while vehicle numbers are important, regularity, regulated competition, and service quality are equally crucial. A bus that departs on time, with a transparent fare and a clearly displayed destination, already signifies a revolution for the traveler. Interurban transport should not be viewed solely as a passenger service; it is also vital for commerce.

A farmer in Moundou needs efficient means to transport produce to N’Djamena. A livestock breeder requires access to markets. A student in Abéché must be able to reach their university. A sick individual needs to access a hospital.

This underscores why road investments 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 funding the paving of 55 km between Liwa and Rig-Rig, 12 km of access roads to Bol, and 50 km of rural roads. These infrastructure improvements must now be integrated into a cohesive national mobility policy.

And why not rail?

In the longer term, Chad must also seriously consider developing its railway system. Given its vast distances and significant volumes of goods, the nation cannot indefinitely rely solely on trucks and buses for all its mobility needs.

Rail could progressively link key economic centers to borders and regional trade corridors. Indeed, the government has included railway network development among the projects being examined in its transport sector action plan. However, rail represents a substantial investment. Therefore, the immediate priority remains the modernization of the road network and the professionalization of bus transport services.

Chad’s model should be straightforward: it doesn’t need to replicate Dakar or Kigali entirely, but rather build its own system around five core priorities: year-round passable roads, professional transport companies, modern terminals, road safety, and accessible fares.

Additionally, this must be complemented by digital ticketing, vehicle tracking, regular technical inspections, and published schedules. After 66 years of independence, traveling between Chadian cities should no longer be an arduous journey. Transport acts as an invisible yet fundamental infrastructure for development. Without mobility, there is no national market; without a national market, there is no genuine economic integration. The Chad of 2030 must therefore be capable of answering a simple question: how can citizens traverse the country safely, affordably, and within a predictable timeframe?

Only under these conditions will roads cease to be merely a means of travel and truly become an instrument of national development.