Sixty-six years following its independence, Chad finds itself at a crossroads. Despite its immense territory and strategic position in the heart of Central Africa, internal mobility largely depends on an underdeveloped and often unstructured interurban road network. The government has now declared transport modernization a key priority. The pressing question is: 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 fitting for a nation striving for accelerated development?

A vast nation, a fragile network

Covering an expansive 1,284,000 km², Chad’s sheer size presents inherent economic and logistical hurdles. For its citizens, journeys between provinces can stretch for many hours, sometimes even an entire day. Roads remain the predominant mode of travel. For years, Chad’s transport infrastructure has been plagued by an inadequate 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 organized interurban services.

However, current authorities are determined to instigate change. In March 2026, the government formally placed territorial accessibility, infrastructure modernization, and national and international connectivity at the forefront of its transport sector agenda.

From informal operations to an organized system

The real challenge extends beyond merely increasing the number of vehicles. It involves constructing a comprehensive national interurban transport system. This vision includes establishing accredited transport companies, modern bus terminals, fixed schedules, standardized ticketing, mandatory technical inspections, compulsory insurance, professional driver training, and robust safety protocols. Presently, travelers often navigate a fragmented landscape of private operators, where departure times, conditions, and comfort levels can vary significantly.

Developing a national network along key corridors

A compelling strategy involves creating an organized national network centered around major routes. Corridors such as N’Djamena–Moundou–Sarh, N’Djamena–Mongo–Abéché, N’Djamena–Massakory–Bol, and N’Djamena–Faya-Largeau could be prioritized, offering daily departures and regulated fares. The aim is not necessarily to establish a single public company, but rather to implement a regulatory framework where the state defines the rules, and the private sector delivers the services.

Chad can draw inspiration from the Senegalese model. In Dakar, authorities have embarked on a significant restructuring of public transport, incorporating Bus Rapid Transit (BRT), Regional Express Train (TER), and conventional buses. The initial phase of this restructuring program envisions 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 integrated network philosophy to its own scale, recognizing that a transport company is most effective when integrated into a larger, coherent system. For Chadian interurban transport, this would mean modern terminals at the exits of N’Djamena, dedicated stations in major towns, and synchronized connections.

Similarly, Rwanda offers valuable insights into rigorous organization. Between 2024 and 2025, Kigali revamped its public transport, expanding from four to seven corridors and increasing the number of operators from three to thirteen. The government also invested in 200 new buses.

The lesson for Chad is clear: while the quantity of vehicles is important, the regularity, regulated competition, and overall quality of service are equally vital. A bus that departs on time, with a transparent fare and a clearly displayed destination, would represent a significant advancement for travelers. Furthermore, interurban transport should not be viewed solely as a passenger service; it is indispensable for commerce.

Farmers in Moundou need efficient means to transport their produce to N’Djamena. Herders require access to markets. Students from Abéché must be able to reach their universities. Patients need reliable access to healthcare facilities.

Consequently, investments in road infrastructure 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 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 vital infrastructures must now be integrated into a cohesive national mobility policy.

Considering the rail option

For the longer term, Chad must seriously evaluate the potential of a railway network. Given its vast distances and significant volumes of goods, the country cannot indefinitely rely solely on trucks and buses for all its mobility needs.

Rail could progressively link key economic centers to national borders and regional trade corridors. Indeed, the government has included the development of a railway network among the projects under consideration within 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 unique 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, robust road safety measures, and accessible fares.

Complementing these priorities should be the implementation of digital ticketing, vehicle tracking systems, regular technical inspections, and publicly available 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, a national market cannot truly flourish; without a national market, genuine economic integration remains elusive. Chad in 2030 must be able to confidently answer a simple question: how can a citizen traverse the country safely, affordably, and within a predictable timeframe?

Only by achieving these conditions will the road transcend its role as a mere means of travel and truly become an instrument of national development.