Urban transport in Sudan is fragmented. Buses, private minibuses, Amjad minivans, taxis and rickshaws or tuk-tuks serve different areas, companies and price levels. Vehicles may stop where passengers request rather than at a consistent stop, and schedules, fares and availability can change during the day. Long-distance passenger travel commonly uses private travel buses, known locally as الباصات السفرية. The National Chamber of Travel Buses was developing digital and online booking services in 2026, but no reliable nationwide booking, timetable or fare system was established in the available research. Road transport remains the main connection for passengers, supplies and humanitarian movement. The World Bank recorded 12,316 kilometres of national roads in 2021, excluding state and urban roads. Many roads have poor surfaces, potholes, unpaved sections, limited maintenance and little night lighting. Cars, buses, pedestrians, donkey carts and rickshaws often use the same road space. Sudanese law prohibits using a mobile phone while driving, yet many drivers were reported to lack a licence or insurance. The Ministry of Interior and its General Administration of Traffic handle driver and vehicle licensing, fines and ownership transfers. The National Highway Authority handles national roads, while state authorities manage secondary, local and urban roads. Security and access conditions can matter more than ordinary traffic rules. Checkpoints, roadblocks, armed risks, customs procedures and travel permits can interrupt journeys or prevent passage. Rainy-season flooding, damaged bridges and changing road conditions can also reduce access. Fuel is largely imported, and diesel and transport costs were highly volatile and elevated in 2026. Officially authorised humanitarian road entry points included Adre, Tine or Tina, Renk or Rabak, Argeen, Kurmuk, Yabus and Galabat or Metema. These points support authorised humanitarian movement and do not constitute a general guarantee that civilian travel is safe or permitted. Rail services are provided by the state-owned Sudan Railways Corporation, abbreviated SRC. SRC reports about 6,000 kilometres of single-track railway, while the World Bank recorded 4,578 kilometres of network in 2021, of which 2,108 kilometres, or 46 percent, was functioning. Main corridors have included Port Sudan–Atbara–Khartoum, Abu Hamed–Wadi Halfa, Khartoum–Kosti–El Obeid and Babanousa–Nyala. SRC information lists services involving Khartoum, Port Sudan, Wadi Halfa, Karima and Khartoum city, but war-related damage and changing security conditions mean that the status of a particular line cannot be assumed. Online booking was not available in the research, so fares and departures need confirmation at the relevant station, especially the main station. Air travel is especially significant for international access and humanitarian movement. At the June 2026 research date, Port Sudan International Airport was the only international airport reported open for humanitarian and commercial flights. Limited air access also involved Port Sudan, Khartoum, Kassala and Dongola, with United Nations Humanitarian Air Service flights linking Port Sudan with Khartoum, Kassala and Dongola. Further flights depend on security conditions and clearances, and airports in Khartoum and Port Sudan may face temporary closure or attack risks. Humanitarian services such as the United Nations Humanitarian Air Service are not a general public transport network. Port Sudan is Sudan's main maritime access point. The Sea Ports Corporation manages ports, harbours and lighthouses, including facilities for containers, oil, general cargo, livestock, grain and roll-on or roll-off traffic. Inland water transport is overseen by the River Navigation Department within the Ministry of Transport. Sudan may have about 4,000 kilometres of navigable waterways, but no dependable nationwide civilian passenger timetable was established. Halfa Port connects Sudan with Egypt, while Kosti Port supports connections towards South Sudan, particularly for humanitarian movement. Walking is a common local mobility option but usually takes place on the same road space as vehicles and animal-drawn carts. Poor surfaces, missing lighting, checkpoints and conflict-related risks affect pedestrians as well as drivers. No nationwide pedestrian network was reliably documented. Cycling has no established national infrastructure, bike-sharing system or dedicated cycling authority in the available research; it appears mainly as an informal road-based means of transport rather than a supported national mobility system. Transport also has environmental effects through imported fuel, long distances and ageing or unsafe vehicle fleets, but the available research did not establish a reliable national traffic-emissions statistic or a nationwide shift to electric vehicles or cycling.
Transport in Sudan
Transport in Sudan combines private cars, buses, private minibuses, Amjad minivans, taxis and rickshaws, with services varying sharply by location and security conditions. Roads carry most passenger and supply traffic, but poor surfaces, missing lighting, checkpoints, fuel costs and conflict-related closures can make travel slow and hazardous. Rail, air, sea and river services connect selected areas, while walking often shares road space with vehicles and donkey carts. Prices and departure times are not covered by a stable national timetable or fare system, so current details require local confirmation.
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