• Central African Republic plans fuel corridor via Congo’s Pointe-Noire
• Project aims to diversify supply beyond Douala route dependence
• Structural, transit challenges complicate alternative regional corridors

The Central African Republic is considering an overhaul of its fuel supply chains. Talks were held on Wednesday, April 15, 2026, between Hydrocarbons Minister Arthur Bertrand Piri and his Congolese counterpart, Bruno Jean Richard Itoua, on an energy corridor project linking the Atlantic coast to Bangui, with Pointe-Noire as its hub.

At the core of the discussions is the plan to set up a system for receiving, storing and transporting petroleum products from the Congolese coast to the Central African market. Both sides have tasked their technical agencies with working out the implementation details. The aim is to draw up a detailed operational plan covering the entire logistics chain, from the arrival of hydrocarbons at Pointe-Noire to their distribution in Bangui, under strict safety and efficiency standards.

The initiative aims to diversify supply routes amid heavy reliance on the Douala-Bangui corridor. More than 80 percent of Central African imports currently pass through the Cameroonian port of Douala, making that route a critical artery but also a source of vulnerability. This concentration exposes the Central African Republic to operational risks, particularly in the event of logistics disruptions, while generating transit costs that economic operators consider high.

Regional alternatives face structural constraints

The Central African strategy reflects a broader trend across several landlocked countries in Central Africa. Facing similar constraints, Chad has in recent years held talks with various coastal partners, including Equatorial Guinea, Benin and Egypt, to diversify its port access.

However, the development of these alternative corridors remains constrained by structural challenges. Geographic distance is a key factor that could increase logistics costs. It also requires crossing one or more third countries to reach the targeted port infrastructure.

In the Central African case, transit options involve passage through Cameroon, Gabon or the Republic of Congo. For Chad, access to Equatorial Guinea would, for example, require transit through Cameroonian territory. These routes require negotiating robust transit agreements with intermediary states, a prerequisite for ensuring the viability of any new corridor.

Henoc Dossa