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Transport in Sudan during the early 1990s included an extensive railroad system that served the more important populated areas except in the far south, a meager road network (very little of which consisted of all-weather roads), a natural inland waterway—the Nile River and its tributaries—and a national airline that provided both international and domestic service. Complementing this infrastructure was Port Sudan, a major deep-water port on the Red Sea, and a small but modern national merchant marine. Additionally, a pipeline transporting petroleum products extended from the port to Khartoum.
Only minimal efforts had been expended through the early 1980s to improve existing and, according to both Sudanese and foreign observers, largely inefficiently operated transport facilities. Increasing emphasis on economic development placed a growing strain on the system, and beginning in the mid-1970s a substantial proportion of public investment funds was allocated for transport sector development. Some progress toward meeting equipment goals had been reported by the beginning of the 1980s, but substantial further modernization and adequately trained personnel were still required. Until these were in place, inadequate transportation was expected to constitute a major obstacle to economic development.
Sudan has 4,578 kilometers of narrow-gauge, single-track railroads that serve the northern and central portions of the country. The main line runs from Wadi Halfa on the Egyptian border to Khartoum and southwest to Al-Ubayyid via Sannar and Kusti, with extensions to Nyala in Southern Darfur and Wau in Bahr al Ghazal. Other lines connect Atbarah and Sannar with Port Sudan, and Sannar with Ad Damazin. A 1,400-kilometer line serves the al Gezira cotton-growing region. A modest effort to upgrade rail transport is currently underway to reverse decades of neglect and declining efficiency. Service on some lines may be interrupted during the rainy season.
The main system, Sudan Railways, which was operated by the government-owned Sudan Railways Corporation (SRC), provided services to most of the country's production and consumption centers. The other line, the Gezira Light Railway, was owned by the Sudan Gezira Board and served the Gezira Scheme and its Manaqil Extension. Rail dominated commercial transport, although competition from the highways has been increasing rapidly.
total: 11,900 km
paved: 4,320 km
unpaved: 7,580 km (2000)
In 1990, Sudan's road system totaled between 20,000 and 25,000 kilometers, comprising an extremely sparse network for the size of the country. Asphalted all-weather roads, excluding paved streets in cities and towns, amounted to roughly 3,000 to 3,500 kilometers, of which the Khartoum-Port Sudan road accounted for almost 1,200 kilometers. There were between 3,000 and 4,000 kilometers of gravel roads located mostly in the southern region where lateritic road-building materials were abundant. In general, these roads were usable all year round, although travel might be interrupted at times during the rainy season. Most of the gravel roads in southern Sudan have become unusable after being heavily mined by the insurgent southern forces of the Sudanese People's Liberation Army (SPLA). The remaining roads were little more than fair-weather earth and sand tracks. Those in the clayey soil of eastern Sudan, a region of great economic importance, were impassable for several months during the rains. Even in the dry season, earthen roads in the sandy soils found in various parts of the country were generally usable only by motor vehicles equipped with special tires.
Until the early 1970s, the government had favored the railroads, believing they better met the country's requirements for transportation and that the primary purpose of roads was to act as feeders to the rail system. The railroads were also a profitable government operation, and road competition was not viewed as desirable. In the mid-1930s, a legislative attempt had been made to prevent through-road transport between Khartoum and Port Sudan. The law had little effect, but the government's failure to build roads hindered the development of road transportation. The only major stretch of road that had been paved by 1970 was between Khartoum and Wad Madani. This road had been started under a United States aid program in 1962, but work had stopped in 1967 when Sudanese-United States relations were broken over the June 1967 Arab-Israeli War. United States equipment was not removed, however, and was used by government workers to complete the road in 1970.
Disillusionment with railroad performance led to a new emphasis on roads in a readjustment of the Five-Year Plan in 1973—the so-called Interim Action Program—and a decision to encourage competition between rail and road transport as the best way to improve services. Paving of the dry-weather road between Khartoum and Port Sudan via Al Qadarif and Kassala was the most significant immediate step; this included upgrading of the existing paved Khartoum-Wad Madani section. From Wad Madani to Port Sudan, the road was constructed in four separate sections, each by different foreign financing, and in the case of the Wad Madani-Al Qadarif section, by direct participation of the Chinese. Other section contractors included companies from Italy, West Germany, and Yugoslavia. The last section opened in late 1980.
Other important road-paving projects of the early 1980s included a road from Wad Madani to Sannar and an extension from Sannar to Kusti on the White Nile completed in 1984. Since then the paved road has been extended to Umm Ruwabah with the intention to complete an all-weather road to Al Ubayyid. Paradoxically, most truckers in 1990 continued to pass from Omdurman to Al Ubayyid through the Sahelian scrub and the qoz to avoid the taxes levied to use the faster and less damaging paved road from Khartoum via Kusti.
A number of main gravel roads radiating from Juba were also improved. These included roads to the towns southwest of Juba and a road to the Ugandan border. In addition, the government built a gravel all-weather road east of Juba that reaches the Kenyan border. There it joined an all-weather road to Lodwar in Kenya connecting it with the Kenyan road system. All these improvements radiating from Juba, however, have been vitiated by the civil war, in which the roads have been extensively mined by the SPLA and the bridges destroyed, and because roads have not been maintained, they have seriously deteriorated.
Small private companies, chiefly owner-operated trucks, furnished most road transport. The government has encouraged private enterprise in this industry, especially in the central and eastern parts of the country, and the construction of allweather roads has reportedly led to rapid increases in the number of hauling businesses. The Sudanese-Kuwaiti Transport Company, a large government enterprise financed largely by Kuwait, began operations in 1975 with 100 large trucks and trailers. Most of its traffic was between Khartoum and Port Sudan. Use of road transport and bus services is likely to increase as paved roads are completed south of Khartoum in the country's main agricultural areas. Most parts of the highways are dry land.
Inland waterways 
4,068 km navigable
The Nile River, traversing Sudan from south to north, provides an important inland transportation route. Its overall usefulness, however, has been limited by natural features, including a number of cataracts in the main Nile between Khartoum and the Egyptian border. The White Nile to the south of Khartoum has shallow stretches that restrict the carrying capacities of barges, especially during the period of low water, and the river has sharp bends. Most of these southern impediments have been eliminated by Chevron, who as part of their oil exploration and development program dredged the White Nile shoals and established navigational beacons from Kusti to Bentiu. A greater impediment has been the spread of the water hyacinth, which impedes traffic. Man-made features have also introduced restrictions, the most important of which was a dam constructed in the 1930s on the White Nile about forty kilometers upriver from Khartoum. This dam has locks, but they have not always operated well, and the river has been little used from Khartoum to the port of Kusti, a railroad crossing 319 kilometers upstream. The Sennar and Roseires dams on the Blue Nile are without locks and restrict traffic on that river.
In 1983 only two sections of the Nile had regular commercial transport services. The more important was the 1,436-kilometer stretch of the White Nile from Kusti to Juba (known as the Southern Reach), which provided the only generally usable transport connection between the central and southern parts of the country. Virtually all traffic, and certainly scheduled traffic, ended in 1984, when the SPLA consistently sank the exposed steamers from sanctuaries along the river banks. River traffic south of Kusti had not resumed in mid-1991 except for a few heavily armed and escorted convoys.
At one time, transport services also were provided on tributaries of the White Nile (the Bahr el Ghazal and the Jur River) to the west of Malakal. These services went as far as Wau but were seasonal, depending on water levels. They were finally discontinued during the 1970s because vegetation blocked waterways, particularly the fast-growing water hyacinth. On the main Nile, a 287-kilometer stretch from Kuraymah to Dunqulah, situated between the fourth and third cataracts and known as the Dunqulah Reach, also had regular service, although this was restricted during the low-water period in February and March. Transport facilities on both reaches were operated after 1973 by the parastatal (mixed government and privately owned company) River Transport Corporation (RTC). Before that they had been run by the SRC, essentially as feeders to the rail line. River cargo and passenger traffic have varied from year to year, depending in large part on the availability and capacity of transport vessels. During the 1970s, roughly 100,000 tons of cargo and 250,000 passengers were carried annually. By 1984, before the Southern Reach was closed, the number of passengers had declined to less than 60,000 per year and the tonnage to less than 150,000. Although no statistics were available, the closing of the Southern Reach had by 1990 made river traffic insignificant.
Foreign economists have characterized the RTC's operations as inefficient, a result both of shortages of qualified staff and of barge capacity. The corporation had a virtual monopoly over river transport, although the southern regional government had established river feeder transport operations, and private river transport services were reported to be increasing until the resumption of the civil war. Despite its favored position, the RTC and its predecessor (SRC) experienced regular losses that had to be covered by government appropriations. In the late 1970s, the corporation procured new barges, pusher-tugboats, and other equipment in an effort to improve services, but this attempt proved useless because of the warfare that had continued from 1983!
72 airports (2012), 15 with paved runways; 6 heliports
In mid-1991, scheduled domestic air service was provided by Sudan Airways, a government-owned enterprise operated by the Sudan Airways Company. The company began its operations in 1947 as a government department. It has operated commercially since the late 1960s, holding in effect a monopoly on domestic service. In 1991 Sudan Airways had scheduled flights from Khartoum to twenty other domestic airports, although it did not always adhere to its schedules. It also provided international services to several European countries, including Britain, Germany, Greece, and Italy. Regional flights were made to North Africa and the Middle East as well as to Chad, Ethiopia, Kenya, Nigeria, and Uganda. The Sudan Airways fleet in 1991 consisted of thirteen aircraft, including five Boeing 707s used on international flights, two Boeing 737s and two Boeing 727s employed in domestic and regional services, and four Fokker F-27s used for domestic flights.
Sixteen international airlines provided regular flights to Khartoum. The number of domestic and international passengers increased from about 478,000 in 1982 to about 485,000 in 1984. Air freight increased from 6 million tons per kilometer in 1982 to 7.7 million tons per kilometer in 1984. As compared with the previous year, in 1989 passenger traffic on Sudan Airways fell by 32% to 363,181 people, reducing the load factor to 34.9%. By contrast, freight volume increased by 63.7% to 12,317 tons. At the end of 1979, Sudan Airways had entered into a pooling agreement with Britain's Tradewind Airways to furnish charter cargo service between that country and Khartoum under a subsidiary company, Sudan Air Cargo. A new cargo terminal was built at Khartoum.
Sudan Airways's operations have generally shown losses, and in the early 1980s the corporation was reportedly receiving an annual government subsidy of about £Sd500,000. In 1987 the government proposed to privatize Sudan Airways, precipitating a heated controversy that ultimately led to a joint venture between the government and private interests. Like the railroads and river transport operators, however, Sudan Airways suffered from a shortage of skilled personnel, overstaffing, and lacked hard currency and credit for spare parts and proper maintenance.
In the early 1980s, the country's civilian airports, with the exception of Khartoum International Airport and the airport at Juba, sometimes closed during rainy periods because of runway conditions. After the 1986 drought, which caused major problems at regional airports, the government launched a program to improve runways, to be funded locally. Aeronautical communications and navigational aids were minimal and at some airports relatively primitive. Only Khartoum International Airport was equipped with modern operational facilities, but by the early 1990s, Khartoum and seven other airports had paved runways. In the mid-1970s, IDA and the Saudi Development Fund agreed to make funds available for construction of new airports at Port Sudan and Wau, reconstruction and improvement of the airport at Malakal, and substantial upgrading of the Juba airport; these four airports accounted for almost half of domestic traffic. Because the civil war resumed, improvements were made only at Port Sudan. Juba airport runways were rebuilt by a loan from the European Development Fund, but the control tower and navigational equipment remained incomplete.
Airports with paved runways 
over 3,047 m: 3
2,438 to 3,047 m: 9
1,524 to 2,437 m: 2 (2012)
Airports with unpaved runways 
2,438 to 3,046 m: 1
1,524 to 2,437 m: 17
914 to 1,523 m: 27
under 914 m: 12 (2012)
Ports and shipping 
In 1990, Sudan had only one operational deep-water harbor, Port Sudan, situated on an inlet of the Red Sea. The port had been built from scratch, beginning in 1905, to complement the railroad line from Khartoum to the Red Sea by serving as the entry and exit point for the foreign trade the rail line was to carry. It operated as a department of SRC until 1974 when it was transferred to the Sea Ports Corporation, a newly established public enterprise set up to manage Sudan's marine ports. Facilities at the port eventually included fifteen cargo berths, sheds, warehouses, and storage tanks for edible oils, molasses, and petroleum products. Equipment included quay, mobile, and other cranes, and some forklift trucks, but much of the handling of cargo was manual. There were also a number of tugboats, which were used to berth ships in the narrow inlet.
During the early 1970s, port traffic averaged about 3 million tons a year, compared with an overall capacity of about 3.8 million tons. Exports were somewhat more than 1 million tons and imports about 2 million tons; about half of the latter was petroleum and petroleum products. By the mid-1970s, stepped up economic development had raised traffic to capacity levels. In 1985, however, largely as a result of the civil war, exports were down to 663 thousand tons (down 51% from the previous year) and imports were 2.3 million tons (down 25% from the previous year). Physical expansion of the harbor and adjacent areas was generally precluded by natural features and the proximity of the city of Port Sudan. However, surveys showed that use could be increased considerably by modernization and improvement of existing facilities and the addition of further cargo-handling equipment. In 1978, with the assistance of a loan from the IDA, work began on adding deep-water berths and providing roll-on-roll-off container facilities. A loan to purchase equipment was made by a West Germany body. The first phase was completed in 1982, and the second phase began in 1983, aided by a US$25-million World Bank credit. One of the major improvements has been to make the port more readily usable by road vehicles. Developed almost entirely as a rail-serviced facility, the port had large areas of interlacing railroad tracks that were mostly not flush with surrounding surfaces, thereby greatly restricting vehicular movement. Many of these tracks have been removed and new access roads constructed. Much of the cleared area has become available for additional storage facilities.
In the early 1980s, the Nimeiri government announced a plan to construct a new deep-water port at Sawakin, about twenty kilometers south of Port Sudan. Construction of a new port had long been under consideration in response to the projected growth of port traffic in the latter part of the twentieth century. A detailed study for the proposed port was made by a West German firm in the mid-1970s, and plans were drawn up for three general cargo berths, including roll-on-roll-off container facilities, and an oil terminal. Major funding for the port, known as Sawakin, was offered in 1985 by West Germany's development agency Kreditanstalt für Wiederaufbau and the DFC. After the Nimeiri government repeatedly postponed work on the port, the German government allocated the funds instead for purchase of agricultural inputs. Once work resumed, however, Sawakin port opened in January 1991, and was capable of handling an estimated 1.5 million tons of cargo a year.
Merchant marine 
total: 2 ships (1,000 GRT or over) totaling 38,093 GRT/49,727 metric tons deadweight (DWT)
ships by type: cargo 2 (2010)
The national merchant marine, Sudan Shipping Line, was established in 1962 as a joint venture between the government and Yugoslavia. In 1967 it became wholly government owned. From the initial two Yugoslav-built cargo vessels, the line had grown by the mid-1970s to seven ships, totaling about 52,340 deadweight tons. During 1979 and early 1980, eight more ships were added, including six built in Yugoslavia and two in Denmark. In 1990 the merchant marine consisted of ten ships of 122,200 deadweight tons. The Yugoslav vessels were all multipurpose and included container transport features. The Danish ships were equipped with roll-on-roll-off facilities. Sailings, which had been mainly between Red Sea ports and northern Europe, were expanded in the late 1980s to several Mediterranean ports.
refined products 815 km
By the early 1970s, operational problems on the Port Sudan-Khartoum section of Sudan Railways had resulted in inadequate supplies of petroleum products reaching Khartoum and other parts of the country. In 1975 construction of an oil pipeline from the port to Khartoum was begun to relieve traffic pressure on the railroad. It was completed in mid-1976, but leaks were discovered and the 815-kilometer-long pipeline, laid generally parallel to the railroad, did not become operational until September 1977. As constructed, its capacity was 600,000 tons a year, but that throughput was only attained in mid-1981. In early 1982, steps were taken to add additional booster pumping stations to increase the rate to an annual throughput capacity of 1 million tons. The line carried only refined products, including gasoline, gas oil, kerosene, and aviation fuel obtained either from the refinery at the port or from import-holding facilities there. These fuels were moved in a continuous operation to storage tanks at Khartoum with some capacity offloaded at Atbarah. Rail tank cars released by the pipeline were reassigned to increase supplies of petroleum products in the western and southwestern regions of the country.
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