Sixty-six years following its independence, Chad finds itself at a crossroads. Despite its vast territory and pivotal location in Central Africa, domestic mobility remains heavily reliant on roads, with an interurban transport network that lacks sufficient structure. The government has now declared transport modernization a top priority. But what kind of system is needed to connect 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 land, a developing network

Chad spans an immense 1,284,000 km², where long distances inherently pose economic hurdles. For its citizens, traveling between provinces can take many hours, often an entire day. Roads constitute the primary mode of travel. For an extended period, Chad’s transport infrastructure suffered from an inadequate network and the absence of a railway system. Historically, assessments highlighted the overwhelming dominance of road transport and the scarcity of regular interurban services.

Today, authorities are determined to change this reality. In March 2026, the government formally prioritized national territorial accessibility, infrastructure modernization, and enhanced national and international connectivity within the transport sector.

From informal services to an organized system

The real challenge extends beyond merely increasing the number of vehicles. It involves establishing a robust national interurban transport system featuring accredited companies, modern bus terminals, fixed schedules, ticketing, technical inspections, mandatory insurance, driver training, and comprehensive safety protocols. Currently, travelers often must navigate choices among various private operators, where departure times, conditions, and comfort levels can differ significantly.

A national network, structured around major arteries, offers a promising solution. Corridors like N’Djamena–Moundou–Sarh, N’Djamena–Mongo–Abéché, N’Djamena–Massakory–Bol, or N’Djamena–Faya-Largeau could be prioritized, offering daily departures and regulated fares. The goal isn’t necessarily to create a single public company, but rather to implement a framework where the state sets the standards, 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, incorporating 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 workshops-depots, and over 30 km of upgraded road infrastructure, all designed with an intermodal approach. Chad could adapt this strategy to its own scale: a transport company is most effective when integrated into a larger network. For Chadian interurban transport, this implies modern terminals at the exits of N’Djamena, dedicated stations in major cities, and well-coordinated connections.

Similarly, Rwanda demonstrates the benefits of stringent organization. Between 2024 and 2025, Kigali revamped its public transport around seven corridors, up from four, while increasing the number of operators from three to thirteen. The government also procured 200 new buses.

The key insight for Chad is clear: while vehicle numbers matter, regularity, regulated competition, and service quality are equally crucial. A bus departing on time, with a known fare and a clearly displayed destination, would represent a significant advancement for travelers. Interurban transport should not be viewed solely as a passenger service; it is also fundamental for commerce.

A farmer in Moundou needs efficient means to transport produce to N’Djamena. A herder requires access to markets. A student in Abéché must be able to reach their university. A patient needs access to medical facilities.

Therefore, road infrastructure investments must be complemented by investments in transport services. In 2025, the Banque mondiale 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 infrastructures must now be integrated into a cohesive national mobility policy.

Considering the rail future

In the longer term, Chad must seriously consider railway development. Given its vast distances and substantial freight volumes, the nation cannot indefinitely rely solely on trucks and buses for all its mobility needs.

Railways could progressively link key economic zones to borders and regional trade corridors. The government has, in fact, 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.

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

Additionally, this must be augmented by digital ticketing, vehicle tracking, regular technical inspections, and published schedules. After 66 years of independence, traveling from one Chadian city to another should no longer be an arduous journey. Transport is an invisible infrastructure vital for development. Without mobility, there is no national market; without a national market, there is no genuine economic integration. Chad in 2030 must therefore be able to answer a simple question: how can a citizen traverse the country safely, affordably, and predictably?

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