Chad’s transport transformation: 66 years on, a national imperative

By Barra Lutter

Sixty-six years post-independence, Chad continues to grapple with a significant challenge: despite its vast territory and strategic position in Central Africa, internal mobility remains heavily reliant on roads and an underdeveloped intercity transport network. The government has now made transport modernization a key priority. But what kind of system is needed to connect N’Djamena with cities like Moundou, Sarh, Abéché, Mongo, Faya-Largeau, or Bol, ensuring safety, regularity, and comfort befitting a nation striving for accelerated development?

A vast nation, a still-fragile network

Covering an expansive 1,284,000 km², Chad faces inherent economic hurdles due to its sheer size. For residents, journeys between provinces can span many hours, often an entire day. Roads serve as the primary mode of travel. Chad’s transport infrastructure has historically suffered from an inadequate network and the complete absence of railways. Previous assessments highlighted the overwhelming dominance of road transport and the scarcity of organized intercity services.

Today, authorities are determined to instigate change. In March 2026, the government formally designated territorial accessibility, infrastructure modernization, and national and international connectivity as top priorities within the transport sector.

From informal services to an organized system

The real objective extends beyond merely increasing the number of vehicles. It involves constructing a comprehensive national intercity transport system. This entails establishing licensed companies, modern bus terminals, fixed schedules, proper ticketing, mandatory technical inspections, compulsory insurance, driver training, and robust safety protocols. Currently, travelers often choose among various private operators, where departure times, conditions, and comfort levels can differ dramatically.

Why not establish an organized national network centered on major routes? Corridors such as N’Djamena–Moundou–Sarh, N’Djamena–Mongo–Abéché, N’Djamena–Massakory–Bol, or N’Djamena–Faya-Largeau could become priority axes, offering daily departures and regulated fares. The aim wouldn’t necessarily be to create a single public company, but rather to implement a framework where the state sets the regulations and the private sector delivers the service.

The Senegalese model offers valuable insights for Chad. In Dakar, authorities have embarked on a restructuring of the public transport network, incorporating Bus Rapid Transit (BRT), the Regional Express Train (TER), and conventional buses. The initial phase of this restructuring program includes 400 new buses, 14 routes, two maintenance depots, and over 30 km of upgraded roadways, all designed with intermodality in mind. Chad could adapt this approach to its own scale: a transport company is only truly effective when integrated into a larger network. For Chadian intercity travel, this translates to modern terminals at the exits of N’Djamena, dedicated hubs in major cities, and well-coordinated connections.

Similarly, Rwanda demonstrates the benefits of stringent organization. Between 2024 and 2025, Kigali restructured its public transport system around seven corridors, up from four previously, while expanding the number of operators from three to thirteen. The government also acquired 200 new buses. The lesson for Chad is clear: while the quantity of vehicles is important, regularity, regulated competition, and service quality are equally crucial. A bus that departs on time, with a known fare and a clearly displayed destination, represents a significant advancement for any traveler. Intercity 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 herder requires access to markets. A student from Abéché must be able to reach their university. A patient needs to access medical facilities.

This underscores why road investments must go hand-in-hand with investments in transport services. In 2025, the World Bank approved $170 million 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 improvements must now be integrated into a cohesive national mobility policy.

Considering the rail option

In the longer term, Chad must seriously consider developing a railway network. Given its vast distances and substantial freight volumes, the nation cannot perpetually 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 under consideration in its transport sector action plan. However, rail represents a considerable investment. Therefore, the immediate priority remains the modernization of the road network and the professionalization of bus transport.

Chad’s model should be straightforward: it doesn’t need to replicate Dakar or Kigali entirely, but must forge its own path based on five core priorities: year-round passable roads, professional transport companies, modern terminals, robust road safety, and accessible fares. Complementing these, the digitalization of ticketing, vehicle tracking, regular technical inspections, and published schedules are essential. After 66 years of independence, traveling between Chadian cities should no longer be an ordeal. Transport is an invisible yet fundamental infrastructure for development. Without mobility, there is no national market; without a national market, there is no true economic integration. Chad in 2030 must be able to answer a simple question: how can a citizen traverse the country safely, affordably, and predictably?

Only then will roads cease to be merely a means of movement and truly become an instrument of national development.