Sixty-six years after achieving independence, Chad continues to grapple with a striking paradox: despite its vast territory and strategic position in the heart of Central Africa, internal mobility largely depends on a road network and an intercity transport system that remains inadequately structured. The government has now made transport modernization a key 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 fitting for a nation determined to accelerate its development?

A vast country, a still-fragile network

Chad spans an immense area of 1,284,000 km², where distances inherently pose an economic challenge. For its citizens, traveling between provinces can mean journeys of several hours, or even an entire day. Roads remain the predominant mode of travel. For an extended period, Chadian transport infrastructure suffered from an insufficient network and the complete absence of railways. A previous assessment by the World Bank had already highlighted the absolute dominance of road transport and the scarcity of organized intercity transport services.

Currently, authorities are committed to altering this situation. In March 2026, the government formally designated territorial accessibility, infrastructure modernization, and national and international connectivity as critical priorities within the transport sector.

From informal transport 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 includes licensed companies, contemporary bus terminals, fixed schedules, ticketing systems, mandatory technical inspections, compulsory insurance, driver training, and robust security protocols. Today, travelers often must choose among various private operators whose schedules, departure conditions, and comfort levels can vary considerably.

Why not establish a national network structured 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, offering daily departures and regulated fares. The goal wouldn’t necessarily be to create a single public company, but rather to implement a system where the state sets the operational 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, integrating Bus Rapid Transit (BRT), the 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 road infrastructure, all designed with an intermodal approach. Chad could adapt this logic to its own context: a transport company is only truly effective when integrated into a broader network. For Chadian intercity transport, this translates to modern terminals at the exits of N’Djamena, dedicated stations in major towns, and well-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 invested in 200 new buses.

The crucial lesson for Chad is clear: while the quantity of vehicles is important, regularity, regulated competition, and service quality are equally vital. A bus departing on time, with a known fare and a clearly displayed destination, would in itself represent a significant improvement for passengers. Intercity transport must not be viewed solely as a service for travelers; it is also indispensable for commerce.

A farmer in Moundou needs efficient means to transport produce to N’Djamena. A livestock breeder requires access to markets. A student from Abéché must be able to reach their university. A patient needs reliable transport to a hospital.

This underscores the necessity for road investments to complement 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 developments must now be integrated into a coherent national mobility policy.

Considering the rail option

In the long term, Chad must also 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 infrastructure could progressively link major economic centers to border regions 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. 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.

Additionally, the integration of digital 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 arduous journey. Transport is an invisible yet fundamental infrastructure for development. Without mobility, there is no national market; without a national market, true economic integration remains elusive. The Chad of 2030 must be able to answer a simple question: how can a citizen traverse the country safely, at a reasonable cost, and within a predictable timeframe?

Only under these conditions will the road transcend its role as merely a means of transit and become a genuine instrument of national development.