Transport in Sudan - Inland Waterways

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!