Transport in Equatorial Guinea

Equatorial Guinea’s transport system connects the Región Insular, including Bioko and Annobón, with the Región Continental, Río Muni. Roads are the main inland means of transport. The main roads are mostly paved, and the World Bank describes the physical infrastructure as comparatively good, although logistics and trade facilitation remain weak. The Bata–Mongomo–Ebibeyin–Evinayong corridor is a major inland connection. In Bata, construction announced for 2026 covers 18 urban road sections with an investment of 7 billion FCFA. Urban taxis are a formal public transport service under Decreto 57/2014 and Orden Presidencial 1/2014. A taxi passenger car may carry no more than five people, including the driver. A provider generally needs registration with the relevant Ayuntamiento, a technical inspection and authorisations or certificates from the Directorate General of Road Traffic and Road Safety and the Ministry of Transport, Telecommunications and Civil Aviation. Verified primary sources do not provide a single current national taxi fare; prices vary by municipality, provider and journey. Public bus transport remains fragmented. Mainland facilities are limited, and no reliable current national source establishes a complete bus network, uniform fares or a unified timetable. Air transport is more clearly documented for links between the regions. The five principal airports are Malabo, Bata, Mongomeyen, Corisco and Annobón. AAGE provides national aviation oversight, while ASECNA supports air navigation and related operational infrastructure. Official information names domestic connections among these airports, but older government directories do not establish current flight frequencies or prices. In 2026, the government ordered at least one flight per week to Corisco. Airport and aviation charges exist, with amounts depending on the airport and connection. Sea travel is functionally relevant between the island and mainland regions, but current passenger timetables and fares are not reliably published. Malabo and Bata were reported to have a state concession to ALPORT Guinea Ecuatorial with a three-month transition period. An inland dry port at Ebibeyin has been planned. On Corisco, the first pier was still under construction in 2026, with sea transport and supplies among its intended purposes. No current regular national passenger or freight railway network, railway authority, fare system or timetable is documented. Roads therefore provide the evidenced functional alternative to rail. Cycling is mainly informal. No nationally documented cycle infrastructure, independent cycling network, or local cycling support programme was identified, and its practical relevance is low compared with roads and taxis. Walking is a necessary everyday mode, but sidewalks, lighting and pedestrian protection vary locally. People walking and livestock can also affect safety on interurban roads. The Directorate General of Road Traffic and Road Safety is responsible for driver training, vehicle checks, alcohol and drug testing, accident statistics and traffic restrictions. Police and military controls are frequent. During travel, authorities may request a passport or identity document, vehicle registration and, depending on the situation, the reason for travel. Night driving and roadblocks create additional practical risks. Driving under the influence of alcohol is treated as a serious offence. A government announcement in 2024 provided a three-month transition toward compulsory minimum third-party motor insurance and referred to routine checks from February 2025, but current nationwide implementation and coverage details have not been independently confirmed. Travel time and cost vary with the means of transport, the specific connection, weather, security checks and service availability. No reliable current national fare list or unified timetable covers taxis, buses, sea travel and flights. For a particular journey, the departure point, current service status, fare, required documents and any airport or port conditions should be confirmed with the responsible authority or service provider. Environmental requirements also affect transport. Under Ley 7/2003, transporting or storing toxic or hazardous waste requires prior administrative authorisation. Road and bridge projects require an environmental licence, and the Ntem–Kribi–Campo–Bata project was reported with such a licence and conditions. No reliable national transport emissions balance is available, so the environmental effects of transport can be described qualitatively but not with a verified national emissions figure.