Sixty-six years after gaining independence, Chad finds itself grappling with a significant paradox: despite its immense territory and strategic position at the heart of Central Africa, internal mobility largely depends on an underdeveloped and inadequately structured interurban road transport network. The government has now declared the modernization of transport a top priority. But what kind of framework is needed to connect major cities like N’Djamena to Moundou, Sarh, Abéché, Mongo, Faya-Largeau, or Bol, ensuring safety, regularity, and comfort befitting a nation striving for accelerated development?

An expansive nation, a still-fragile network

Chad spans a vast area of 1,284,000 km², where sheer distances present a substantial economic hurdle. For its citizens, traveling from one province to another can consume several hours, or even an entire day. Roads remain the primary mode of transit. Chadian transport infrastructure has long been hampered by an insufficient network and the complete absence of a railway system. A prior assessment by the World Bank highlighted the absolute dominance of road transport and the scarcity of regular interurban services.

Today, authorities are determined to change this narrative. In March 2026, the government identified territorial connectivity, infrastructure modernization, and national and international links as key priorities for the transport sector.

From informal services to an organized system

The real challenge extends beyond simply increasing the number of vehicles. It involves constructing a comprehensive national interurban transport system. This entails establishing accredited companies, modern bus terminals, fixed schedules, ticketing systems, mandatory technical inspections, compulsory insurance, driver training, and robust security measures. Currently, travelers often navigate between numerous private operators, whose schedules, departure conditions, and comfort levels can vary dramatically.

Why not establish an organized national network built around major 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 wouldn’t necessarily be to create a single public company, but rather to implement a system where the state sets the operational rules, 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 the public transport network, integrating 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 intermodality in mind. Chad could adapt this logic to its own scale: a transport company is only truly effective 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 cities, and coordinated 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 procured 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, would itself represent a significant advancement for travelers. Interurban transport should not be viewed solely as a passenger service; it is also vital for commerce.

A farmer in Moundou needs to be able to transport produce swiftly 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 a hospital.

Therefore, road investments must go hand-in-hand with investments in the transport system itself. 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 improvements must now be integrated into a cohesive national mobility policy.

Considering the railway option

In the longer term, Chad must also seriously contemplate the development of a railway system. Given its vast distances and substantial volumes of goods, the nation cannot perpetually rely solely on trucks and buses for all its mobility needs.

Rail could progressively link key economic basins 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. Consequently, the immediate priority remains the modernization of the road network and the professionalization of bus transport services.

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

Additionally, this framework should incorporate 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 undertaking. Transport is an invisible yet fundamental infrastructure for development. Without mobility, there can be no national market; without a national market, genuine economic integration remains elusive. Chad in 2030 must therefore be able to answer a simple question: how can a citizen traverse the country safely, affordably, and within a predictable timeframe?

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