The transportation sector comprises the physical facilities, terminals, fleets and ancillary equipment of all the various modes of transport operating in Guyana, the transport services, transport agencies providing these services, the organisations and people who plan, build, maintain, and operate the system, and the policies that mould its development.

Transportation around Guyana's capital Georgetown is provided by privately-owned mini buses which operate in allocated zones for which there is a well-regulated fare structure. This arrangement extends to all mini bus routes throughout the country. Taxis have freer movement around the city and into rural areas. Their fare, while generally standard, is less regulated.

The network of routes has a number of identifiable starting points which are concentrated in the Stabroek area and along the Avenue of the Republic between Croal and Robb Streets.

Road conditions vary immensely, and little maintenance is done. In 2006 there was one operational set of traffic lights. Lack of traffic control leads to delays and crashes.

The existing road network is approximately 1,610 miles long, 19% of which comprises primary roads in the coastal and riverain areas serving the agricultural sector, while the road to Linden serves the mining and forestry sectors. 21% is made up of feeder roads which link the agricultural areas along the coast to the primary road network. The remaining 60% is composed of interior roads and trails. Most access roads are in poor condition. However, the Central Government has targeted several of them for complete rehabilitation, and already many have been rehabilitated.

The main coastal roads are, from west to east, the Essequibo Coast Road, the Parika-Vreed-en-Hoop Road, the East Coast Demerara and West Coast Berbice Roads, and the Corentyne Highway from New Amsterdam to Moleson Creek. All these roads are paved.

South of Georgetown the primary road is the East Bank Demerara Road, a two-lane road which runs from Georgetown to Timehri, where the Cheddi Jagan International Airport - Timehri (CJIAT) is located. Between 1966 and 1968, Soesdyke, located on the East Bank Demerara Road, was connected to Mackenzie by a modern two lane highway, now called the Soesdyke-Linden Highway.

This road was constructed as a section of a highway connecting Georgetown with Lethem. In 1968 a bridge was built across the Demerara River at Linden, and, in 1974, it was decided that the route to Lethem would cross the Demerara River at Linden and go south, along the watershed of the Demerara and Essequibo Rivers, through Mabura, to Kurupukari. From Kurupukari it would run parallel to the old cattle trail to Annai, and from Annai it would follow an already existing road to Lethem.

In the early 1970s a two-lane road with modern geometry and surfaced with laterite was built between Linden and Rockstone. This road was later connected to Mabura and Kurupukari. In 1990-91 a two-lane laterite road was constructed between Kurupukari and Annai and a vehicle ferry installed at Kurupukari. Since there was already an existing road between Mabura and Kurupukari, and between Annai and Lethem, it was now possible for vehicles to travel between Georgetown and Lethem.

In the period 1974-78, an attempt was made to build a road between Rockstone and Kurupung to facilitate the construction of a large hydroelectric station. From Rockstone it headed north to Suribanna, where a pontoon ferry was installed across the Essequibo River to Sherima. From Sherima the road went westward, intersecting the Bartica - Mahdia Road at Allsopp Point 19 miles from Bartica. From Allsopp Point the road followed the existing road towards Bartica and branched off 5 miles from Bartica going to Teperu in the lower reaches on the Mazaruni River. At Teperu a pontoon ferry was installed across the Mazaruni River to Itaballi. From Itaballi the road went westward to Peter's Mine on the Puruni River. From Peter's Mine the road continued as a penetration road to Kurupung. This road is referred to as the UMDA Road.

There is in addition a hinterland east-west main road system which extends from Kwakwani in the east, through Ituni, Linden, Rockstone, Sherima to Bartica in the west. Linden is therefore one of the main hubs for road transportation in the hinterland.

Outside the existing main roads there are several other interior roads and/or trails which comprise approximately 1,570 km. Most of those roads are unpaved, and will deteriorate if maintenance remains inadequate. They are found mostly in the hinterland and riverain areas and provide linkages with a number of important mining and forestry activities thus facilitating transportation between the mining and forestry communities and the more developed coastal areas. Parts of this road/trail network can be developed into an arterial road system linking the hinterland communities with each other and to the main road network. It is estimated that roads carry 80% of Guyana's passenger traffic and about 33% of its freight.

Commuters to West Demerara have a choice of road transport via the Demerara Harbour Bridge or by the Demerara River ferry from the Stabroek Stelling to Vreed-en-Hoop which is obliquely opposite.

The highway which begins on the West Coast of Demerara is heavily trafficked since it provides a link to Parika on the East Bank of the Essequibo River which has become and important centre of economic activity in the Essequibo region.

It is now possible to travel overland to Suriname by taking the ferry on the Guyana side at Molson Creek and crossing the Corentyne River over to Suriname. While travel to Brazil is via the old cattle trail it has been upgraded into a fair weather track which passes through the bauxite-producing town of Linden and ending at Lethem. Currently a bridge over the Takutu River is under construction by Brazilians. This bridge will improve passage between the two countries.

The coastal main road system is not continuous. There are gaps whenever it intersects the Essequibo, Demerara and Berbice Rivers. People and goods move across these gaps by ferry systems and, in the case of the Demerara River, by way of the Demerara Harbour Bridge (DHB).

8.I.1.3.2 The Demerara Harbour Bridge is a two-lane floating bridge, 1.2 miles long, near the mouth of the Demerara River. It is primarily a low-level bridge which possesses an elevated span with a vertical clearance of 26 feet in the middle of the river to permit small craft to pass. In addition, across the shipping channel, there are two spans which retract to permit the passage of ocean going vessels. The DHB is a toll bridge. From mid 1998 toll revenue has been credited to the account of the DHB and not to the Government of Guyana, as it was until then. This is a step towards the establishment of the DHB as an autonomous statutory authority. At present the toll revenue meets the operational and maintenance costs of the bridge.

Commercial railway services for both passengers and cargo were operated until 1974. Two lines were built - Vreed-en-Hoop to Parika (18.5 miles) and the Demerara-Berbice Railway, from Georgetown to Rosignol (65 miles). With the upgrading of the West Coast Demerara/East Bank Essequibo and the East Coast Demerara/West Coast Berbice roadways, the Government decided in mid 1970s to cease operating these railway services, which were being run at a loss.

A railway service is still, however, operated in Linden, mainly to move bauxite ore. In addition, in the Matthew's Ridge area, there is a 32-mile railway service.

It is generally agreed that, for the movement of bulky low-value goods over great distances, water transport is cheapest. This is especially true where, as in Guyana at the moment, road infrastructural development is not well advanced. Moreover, with the widespread decentralisation of economic activity that is being proposed in this Strategy, and with the corresponding development of the interior regions of the country, the demand for water transport, even if the proposed road building projects are speedily implemented might, perhaps paradoxically, increase rather than diminish.

Virtually all exports and imports are transported by sea.

The infrastructure that supports water transport in Guyana is located along the banks of the navigable rivers, namely, the Essequibo River, Demerara River and Berbice River. In addition to the wharves and stellings that provide coastal and inland linkages, there are facilities that handle both the country's overseas and local shipping requirements.

The main port of Georgetown, located at the mouth of the Demerara River, comprises several wharves, most of which are privately owned. In addition, three berths are available for oceangoing vessels at Linden.

Draught constraints limit the size of vessels using Georgetown's Harbour to 15,000 dwt. However, recent improvements in the channel in the Berbice River have made it possible for ships of up to 55,000 dwt. to dock there.

Guyana's foreign trade is handled by foreign shipping companies.

The largest bulk exports are bauxite and sugar, and the largest volume imports are petroleum and wheat flour.

Important breakbulk exports include rice and timber.

Containers are used but because they are not part of the internal transport system, they are loaded and unloaded at the ports.

Internal barge transport is important for bauxite, sugar, rice and aggregates. In the case of sugar, for example, 98% of exports is delivered by barge to the port of Georgetown for export. Rivers are used for moving logs and account also for a significant share of those persons who travel to the interior.

It is estimated that about 1,000 km of waterways in Guyana are utilised for commerce in Guyana. In addition, drainage canals are important transport channels for collecting sugar on the estates and for personal travel.

Ferry services link the primary roads in the coastal area, and Guyana with Suriname. The Government's Transport and Harbour Department provides scheduled ferry services in the Essequibo, Demerara and Berbice rivers. Small privately-owned river-craft supplement these services.

Only two ferry services consistently show profits: the Rosignol-New Amsterdam and the Parika-Adventure. For the remainder, in particular for the Berbice River and the North West services, the Government provides a cross-subsidy funded out of the profits that are always realised by the Harbour Branch of the Transport and Harbours Department. Nevertheless, ferry operations have the potential to be profitable, provided that capital investments are made to improve their physical assets. With the establishment of a Maritime Administration and subsequently a National Sea Ports Authority the ferry operations may be privatised or operated as a commercially viable autonomous agency.

Ultimately, key ferry links will be replaced with bridges, starting with one from Rosignol to New Amsterdam across the Berbice River.

The fleet of ferry vessels owned by the Transport and Harbours Department, at the end of 1999, comprised nine motor vessels, six of which ranged in age from 15 to 55 years. Indeed, two of the vessels were over fifty years of age, and three over 30 years, with an average age of thirty-five. They are in almost continuous need of repair.

Air transportation for business and pleasure is readily available for traveling to many parts of the hinterland. Several local airlines depart from both Ogle Airport on the East Coast Demerara, 6 miles east of Georgetown and from Cheddi Jagan International Airport, at Timehri, 25 miles south of Georgetown.

Air transport plays a vital role in the development of Guyana. Within the country, it provides a link between the coastal areas and communities in the hinterland, many of which are inaccessible by any other means of transportation. Thus, the economic and social well being of these areas and their integration into the fabric of the nation are critically dependent on the availability of air transport. Externally, passengers are moved to and from the country almost entirely by air. In addition, the potential of this mode of transport for the carriage of cargo, especially exports, continues to increase.

Although air transport in Guyana had its early beginnings in the 1920s when the first "bush" services were introduced, Government's earnest participation can be dated from 1947 when a Director of Civil Aviation was appointed to regulate the industry. In 1955, the Government purchased the British Guiana Airways, a private airline that had been operating regular internal services since 1939. However, external services continued to be supplied almost exclusively by foreign airlines until the Guyana Airways Corporation commenced regional air services in 1979. Subsequently, restrictions on the repatriation of profits in foreign exchange and other circumstances contributed to the withdrawal of services to Guyana by foreign airlines, with the exception of BWIA. Guyana Airways Corporation was therefore obliged to fill the breach by commencing jet operations to Miami, New York and Toronto.

In the 1980s Guyana Airways Corporation's domestic operations started to deteriorate for a number of reasons, not least among them the unrealistically low fares it was required to charge and the lack of access to foreign exchange for imported aircraft parts and other requirements. The private sector therefore began to fill the gap and by 1991 three major domestic charter operators had emerged. In the meantime, Guyana Airways Corporation's domestic service continued to deteriorate and, by 1993, possessed only one Twin Otter DHC-6 to service the entire country. Under new management it was revitalised and saw a partial return to its original domestic role with the reintroduction of several domestic scheduled routes, because of the addition of two Shorts Skyvan SC7 aircraft, and a second Twin Otter DHC-6 aircraft.

The gross inadequacy of Guyana's transportation system militates against its social and economic development in several ways. First, it increases production costs and, therefore, reduces competitiveness, particularly in the mining and forestry sectors. Second, it inhibits the capacity to fully utilise those natural resources (gold, timber, diamonds, soils suitable for agriculture) that are not located on the coastland. Third, by severely limiting communication between those who live on the coast and those who inhabit the hinterland, it effectively divides the country into two almost unbridgeable cultures. Fourth, it acts as a barrier to the unity of the country in both a physical and spiritual sense: because they are not unified physically, Guyanese seem to find it difficult to think as Guyanese, to act as if they are one nation. Fifth, it restricts the coastal population's penetration of the interior, and forces coastlanders to live in a cramped and crowded manner on the coast, struggling and competing for land-space and other amenities, while more suitable areas are available farther south. And sixth, failure to occupy the greater part of the country, might tend to bolster some of the claims of Guyana's neighbours to its territory.

According to Guyana's National Developmnt Strategy, it is anticipated that by the year 2010 an inter-connected road system would have been established in Guyana. This network would have enabled easy access by road to the neighbouring countries of Brazil, Venezuela and Surinam; reduced the costs of utilising the country's timber and natural resources, thus making them more competitive in international markets; diversified agricultural development by making more easily available suitable areas in the hinterland, particularly in the Intermediate and Rupununi savannahs; relieved the over-crowded coastland of a significant proportion of its population, thus improving the quality of life of the inhabitants of both the coastal and interior areas; and made more feasible the equitable distribution of economic activity, not only in the agricultural but also in the manufacturing and small- industries sector.

In addition, there would have been constructed high-span bridges across the Demerara River at the same site as the Demerara Harbour Bridge, and the Berbice River upstream of Everton; a series of bridges and causeways linking the islands in the mouth of the Essequibo River to Morasi on the East Bank and Supenaam on the West Bank; and another high-span bridge across the Essequibo River at Monkey Jump.

Another new feature in 2010 would be the existence of deep water harbours at the mouths of the Essequibo and Demerara Rivers.

Moreover, the airstrip at Timehri Airport would have been extended, and the entire Airport refurbished to accommodate an increasing number of passengers. The airport at Ogle would have been privatised, and much improved and extended.

total: 187 km (all dedicated to ore transport)
standard gauge: 139 km 1.435-m gauge
narrow gauge: 48 km 0.914-m gauge

total: 7,970 km
paved: 590 km
unpaved: 7,380 km (1996 est.)

5,900 km total of navigable waterways; Berbice River, Demerara River, and Essequibo River are navigable by oceangoing vessels for 150 km, 100 km, and 80 km, respectively

Bartica, Georgetown, Linden, New Amsterdam, Parika

total: 1 ship (1,000 GRT or over) totaling 1,023 GRT/1,972 DWT
ships by type: cargo 1 (1999 est.)

51 (1999 est.)

International Airport: Cheddi Jagan International Airport

Airports - with paved runways:
total: 5
1,524 to 2,437 m: 2
914 to 1,523 m: 1
under 914 m: 2 (1999 est.)

Airports - with unpaved runways:
total: 46
1,524 to 2,437 m: 2
914 to 1,523 m: 7
under 914 m: 37 (1999 est.)