By Barra Lutter

Sixty-six years following its independence, Chad finds itself grappling with a fundamental paradox: a vast territory strategically located at the heart of Central Africa, yet its internal mobility largely relies on an underdeveloped and inadequately structured interurban road transport network. The government has now declared the modernization of transport as a key priority. However, the crucial question remains: what framework is needed to reliably and comfortably connect major cities like N’Djamena to Moundou, Sarh, Abéché, Mongo, Faya-Largeau, or Bol, thereby accelerating the nation’s development?

An expansive nation, a developing network

Spanning 1,284,000 km², Chad’s sheer size presents inherent economic challenges. For its citizens, journeys between provinces can consume many hours, often stretching into an entire day. Roads remain the predominant mode of travel. For an extended period, Chad’s transport infrastructure suffered from an insufficient network and a complete absence of railways. Previous assessments, including one by the Bank World, consistently highlighted the overwhelming reliance on road transport and the scarcity of organized interurban services.

Today, Chadian authorities are determined to alter this situation. In March 2026, the government formally elevated territorial connectivity, infrastructure modernization, and national and international links to top-tier 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 interurban transport system. This entails establishing licensed companies, modern bus terminals, fixed schedules, ticketing systems, mandatory technical inspections, compulsory insurance, professional driver training, and robust safety protocols. Currently, travelers frequently navigate a fragmented landscape of private operators, where departure times, conditions, and comfort levels can vary dramatically.

A compelling strategy would be to forge an organized national network built 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 axes, featuring daily departures and regulated fares. The aim isn’t necessarily to establish a singular public transport company, but rather to implement a system where the state sets clear regulations, and the private sector delivers the services.

Chad could draw inspiration from the Senegalese model. In Dakar, authorities have embarked on a comprehensive restructuring of their public transport network, incorporating Bus Rapid Transit (BRT), Regional Express Train (TER), and conventional buses. The initial phase of this restructuring program envisions 400 new buses, 14 routes, two workshop-depots, and over 30 km of upgraded roadways, all designed with an intermodal approach. Chad could adapt this philosophy to its own context: a transport company’s effectiveness is maximized when integrated into a broader network. For Chadian interurban transport, this translates to modern terminals at the exits of N’Djamena, dedicated stations in major towns, and synchronized 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, consistency, regulated competition, and service quality hold equal, if not greater, significance. A bus departing punctually, with a transparent fare and a clearly advertised destination, would represent a monumental transformation for travelers. Furthermore, interurban transport should not be viewed solely as a passenger service; it is equally 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.

Therefore, road investments must go hand-in-hand with investments in transport services. In 2025, the Bank World 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 crucial infrastructures must now be integrated into a coherent 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 requirements.

Rail could gradually link major economic centers to national borders and regional trade corridors. Indeed, the government has included railway network development among the projects under review in its transport sector action plan. However, rail infrastructure demands significant investment. Consequently, the immediate priority remains the modernization of the road network and the professionalization of bus transport services.

Chad’s model should be pragmatic: it doesn’t need to replicate Dakar or Kigali entirely, but rather construct its unique approach centered on five key priorities: year-round passable roads, professional transport companies, modern terminals, robust road safety, and affordable fares.

These foundational elements should be complemented by the digitalization of ticketing, vehicle tracking systems, regular technical inspections, and published schedules. After 66 years of independence, traveling between Chadian cities should no longer be an arduous undertaking. Transport is an invisible yet fundamental infrastructure for development. Without mobility, there is no national market; without a national market, genuine economic integration remains elusive. Chad in 2030 must be able to answer a straightforward question: how can a citizen traverse the country safely, affordably, and within a predictable timeframe?

Only by achieving this will the road transcend its role as a mere means of transit to become a powerful instrument of national development.