R E S T R I C T E D RETUR6' T-<) REPO$=UI DcS ChT R e p o r t N o.-T w0.2 2Oa RTEPORTS DESK Reprt O.CRY2O WITHIN 'L UI ONE WEEK
Public Disclosure Authorized This report was preparedfor use within the Bank. In makingit availableto others,the Bank assumesno responsibilityto themfor the accuracyor completenessof the informationcontained herein.
INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT Public Disclosure Authorized
APPRAISAL OF THE ROAD, PORT AND WATERWAY PROJECTS
IN THE
BELGIAN CONGO Public Disclosure Authorized
February 26, 1960 Public Disclosure Authorized
Department of Technical Operations CURRENCY EQUIVALENT I Belgian franc - 1 Congo franc U.S.$1.00 - 50 francs 1 franc - 2 U.S. cents 1,000,000 francs - U.S.$ 20,000 APPRAISAL OF THE ROAD,PORT AINDWATEBIJAY PROJECTS IN THEBELGIAN CONGO Table of Contents
Page Summary
I INTRODUCTION
II THE TRANSPORTSYSTEM OF THE CONGO 1 III THE ROADPROJECT 3
Road Construction under the First Ten-Year Plan 3 Road Project of Loan 184-BE 4 Description of the Project UJnder Consideration 4 Cost and Financing 4 Administration and Execution 5 Design Standards 5 Justification of the Project 6 Effect on Costs of Road Transport 7 IV THEPORT AND WATERKAY PROJECT 7 Organization and Responsibilities of the Service of Navigation and Waterways 7 Activities Under the First Ten-Year Plan 8 Descriptionof the Project 8 Cost and Financing 9 Execution of the Work 10 Justificationof the Project 10 V CONCLUSIONS 12
Table: 1. Density of the Congo Road Network (December 31, 1958) 2. Estimated Costs of Road Works included in the Project 3. Design Standards for Roads to be Constructedor Reconstructed 4. Selected Statistics Relating to Road Vehicles 5. Some Operational Details on the River Transport of Otraco
Chart: 1. Imports of Mineral Oils in the Congo l152-l958
Annexes: I. Progress of Works under Loan 184-BE II. Road Project - Justification of Individual Roads III. Port and Waterway Projects - Justification of IndividualProjects
Maps: Road Project Port and W4aterwayProject i. The Belgian Government has requested a loan of US$28 million equivalent for the further development of roads, ports and waterways in the Belgian Congo. ii. The road project, which would complement the road project of Loan 184-BE of November 1957, is for the construction,reconstruction and improvementof a) 1,963 km. of roads comprising farm-to-marketcon- nections, links between regional centers, and feeder roads to river ports and railheads; b) 2,837 km. of pioneer roads for agriculture; and c) ancillaryworks of bridges and ferries. The estimated cost is Cfr. 1,574 million (includinga 15% allowance for contingencies)equivalent to US$31.5 million, of which the foreign exchange componentfor equip- ment, materials and services of US&20.5 million equivalent. The pro- ject should be completedbefore the end of 1962. iii. The port and waterway project is for the constructionand improvementof a number of ports, the acquisition of equipment to deepen and maintain navigable chanmels - particularly in the Congo estuary approaches to Matadi - and for additional navigation aids in the form of beacon lights, etc. The estimated cost is Cfr. 508.3 million (in- cluding a 15% allowance for contingencies) equivalent to US$10.1 million, of which the foreign currency component for equipment, materials and services is US$IP7.5million equivalent. The project should be completed by the end of 1961. iv. Planning, design and supervisionof execution of the works in the projects would be performed by the experiencedstaffs of the Road Division and the Service of Navigation and Waterways of the Congofs Public Works Department. Major works would be carried out by contract awarded on the basis of international competitive bidding. v, The vast transportnetwork of the Belgian Congo is based on a river-rail system, using the navigable stretches of the Congo and Kasai Rivers as the nain arteries, and their tributaries and the railroads as feeder lines. The principal function of this system has been to trans- port exports and imports. The focal points of this trade are the ocean port of Matadi and the capital city of Leopoldville, both situated on the Congo River. Roads are a relative newcomer to this system. In addition to service for exports, their function is to provide access to local consumption centers for the supply of foodstuffs, and to open up the country to agricultural development, including in some instances population resettlerment. vi. Expansion and improvementof the Congo's road, port and water- way network is necessary to implement the developmentprograms now under way and in planning, and for realizationof the full benefits which they should bring. In particular, the success of agricultural programs for increasing cash crops, for land settlerent and other developmental works, is largely dependent on completion of the road project. Economic justi- fication for a number of the individual projects could be found in the immediate reduction in the cost of transportation. However, of greater importanceis the fact that the 75% of the populationwhich derives its livelihoodfrom agriculture,will be given the means to improve its oconomic and social status. ii vii. The project is sound. It is suitable for a Bank loan of US$28 million equivalent. An appropriate term would be 12 years including a grace period of three years. The borrower would be the Belgian Congo. BELGIANICONGO
APP?A1SAI OF THE ROAD, PORT AND-WATENJAY PROJECTS
I. INTRODUCTION
1. The Belgian Government has asked the Bank to provide financial assistancein the amount of US$ 28 million equivalentto further the dev- elopment of the transportationsystem of the Belgian Congo. This amount divided: ; 20.5 million for roads; $ 7.5 million for ports and waterways, representsthe estimated cost of imported equipment,materials and serv- ices over a constructionperiod of approximately 4 years.
2. The borrower woid d be the Belgian Congo, the guarantor the King- dom of Belgium.
3. This report discusses and assesses the works for which the loan has been requested. It is based on field studies made by a Bank mission which visited the Congo in M4ayand June 1959.
4. In NTovember1957, Loan No. 184-BE for ' 140 million equivalent was made to the Belgian Congo for a project of road constructionand im- provement. The execution of road works in this project is proceeding satisfactorily.
II. THE TRANSPORT SYSTEM OF THE CONGO
5. -vaien the economic development of the Congo started at the begin- ning of the present centuriy a transport network was built up primarily for the export of the agriculturaland mineral wealth, most of it located deep in the interior of the Congo, notably copper and other metals from the Katanga, and for the importationof machinery,equipment, other manu- factured goods and building materials. This network was based on river transport on the Congo and Kasai Rivers. ijth the subsequent economic growth of the Congo, the network was gradually extended and improved, a process which is still going on.
6. The backbone of the present network is still the river-rail transport system formed by the navigable stretches of the Congo and Kasai Rivers, with parallel railroads where they are not navigable. The total length of the navigable waterways part of this system is 2,646 km. and of the railroads 491 km. This river-railnetwork connects the ocean port of IIatadi,with a number of railroad lines of a total length of 4,350 km., and with a large number of navigable river tributariesof a total length of about 9,000 km., which penetrate further into the interior.
7. Goods have to be trans-shippedrepeatedly from rail to river and vice-versa, and even on the rivers from large barges to small barges, to accommodatethe characteristicsof thnerivers concerned. - 2 -
8, Roads are newcomers in the transport system of the Congo, though it should be borne in mind that even the oldest railroad, which is from Matadi to leopoldville, was only completed in 1898. Before the wrr of 1939-1945 there were practically only pioneer roads built by hand, and these were generally little better than trails. The subsequent growth ef the road network in the Congo is closely associated with the spreading of cash crops into the interior and the steady growth of an internal e- conomiy and of internal traffic. Its main significance is still local and supplementary to the river-rail system. There are no long-distance trunk roads in the Congo and the function of the roads, both existing and planned, is still limited to feeding local production into the river-rail system, prcviding- access to local consumption centers for the supply of foodstuffs, and opening up the country. IR!ost of the road network is form- ed by seasonal earth roads and even now, after the completionof the First Ten-Year Program, the Congo boasts no more than 1,000 km of paved roads in a total area of 2.3 million sq. km. The entire road network has a low density: 6.19 km of road per 100 sq. kIciand 10.64 km per 1,000 inhabit- ants (see Table 1).
9. The transport industry has a clearly defined structure which may be briefly describedas follows:
i) Four large companies, one of them governmentowned, operate the river-railnetwork already described. They carry a very large share of the Belgian Congo traffic, comprising export, import and local.
ii) A small number of fairly large road-transportcompanies, which cooperate closely with the companiesmentioned above, and which move export goods to the river ports and railheads, distribute imported goods, and carry local trade.
iii) A substantial number of small firms, mostly European, that run reg- ular services on much smaller networks, using smaller truck fleets. iv) A host of mostly part-time operators, European and African, that use a truck in their own business and engage in transportfor others as a side line. They do not run at regular hours, and the rates charged for transportvary widely with the circumstances.
10. No absolute figures are available for the total road services supplied in the country because only the firns mentioned under i) and ii) above keep reliable records. However, because of the predominanceof these flrms it can be assumed that the development of their volume of business is representative of the development of the entire road trans- port industry. Their records indicate that road transport is the fast- est developing surface transportin the Congo, as shown by the following table: 000,000 pass.km OOm,000 ton-km 1950 1257 Increase 1950 1957 1958 IncreaseIncrease 1950-19571950-1958
Railways 155 353 130% 1,609 2,532) 57%) )4s257 ) 52% Waterways 46 78 69% 1,192 2,109) 76%) Roads (only firms i) and ii) above) 18 38 110% 20 48 53 140% 165% 11. The tableshows the stilllimited importance of road transportin the Congo in terms of ton-kmand of passenger-kin,but the large increase in ton-km since 1950 is impressive. The long average haul of water and rail transport compared with road transport weights the statistics of ton-km and passenger-km heavily in favor of those modes of transport.
12, Carriageof goods by road is entirely unrestricted in respect of operations and of rates. However, the condition of the road network, and the rate system of the companies operating the river and rail network, limits road transport to local traffic, As this rate system is degres. S±Va(the rate per ton-km decreasing as the distance increases), road trans- port finds it difficult to compete over parts of the distances to be covered. In spite of this, some effect of road competitionis noticeable, the large transport companies having recently reduced the rates for the highest classed categories of general merchandise.
III. THE ROADPROJECT Road Construction Under the First Ten-Year Plan
13. After the Second WZorldWar, the emergence of a local economy not strictly geared to exports, the increase of agricultural production for ex- port and the expansion of cities and local industries, created the need for more and better highways, Consequently, as a part of the First Ten- Year Plan (1950-1959) a program for highway construction was set up. At the end of 1958, 944Ion of paved roads had been constructed as part of this plan, ftiiile construction was underway on 333 km; about 250 bridges had been built and 40 new ferries installed. The total road network in- creased from 11L,000 km in 1950 to 145,000km in 1958. This network is composed of:
Paved roads 1,06o4 im Gravel roads, with a maxinum permissible axle-loadof 8 tons 5,091Im Earth roads, mostly seasonal,with an axle-loadof h tons 138,8h5km
Total 145,000km - 4
Road Project of Loan 184-BE
14. In 1957 the Bank made a loan of 540 million to assist the road building program of the First Ten-Year Plan. Under its terms about 1,200 km of highways are to be constructed or reconstructed, 900 km of road are to be improved, while 3,300 km of existing roads are to be prepared for mechanized maintenance. Also included are a number of bridges and ferries. The work on this project is progressing satisfactorily. Information on this progress is given in Annex I.
Description of the Project Under Consideration
15. The project now proposed for financing is for the construction, re- construction and improvement of (i) 1,963 km roads consisting of farm-to- market connections, links between regional centers, and feeder roads into the river ports and railheads, (ii) 2,837 km of pioneer roads linking agri- cultural developmentprojects with the nearest access point on the existing transport system, or with processing plants, and (iii) ancillaryworks of bridges and ferries. A list of the projects is given in Table 2.
16. Of the 1,963 km roads, some 536 km will be paved and 180 km will be given a stabilized or gravel surface under works of construction or re- construction;about 325 km are already under construction. The remaining 1,247 km of roads will be improved and provided with a hard riding (laterite, gravel or other locally selected material) surface, preparatory to mechani- zed maintenance. The pioneer roads for agriculture will be single lane all- weather roads, with a gravel or laterite surface.
Cost and Financing
17. The estimated cost of the project is Cfr. 1,470.75 million, broken down as foLloows:
Construction or Improve- Bridges and Agricultural Year Total REconstruction ments TF r'r'S Roads - millions of Congo Fra;cs -
1959 143.60 132.00 11.60 - - 1960 664.35 409.00 55.90 64.90 134.55 1961 561.1o 366.oo 34.30 82.90 77.90 After 1961 101.70 78.o0 23.70 - - Total 1h70.75 985.oo 125.50 147.80 212.45
18. These cost estimates,w¢hich were prepared by the Public Works De- partment, are based on experience gained in executing the construction works of the First Ten-Year Plan. They are reliable and realistic.
19. While the project is to be carried out in 4 years 1959-62, Bank financing would be confined to the first three-year period for which the cost estimates, increased by 15% for contingencies, total Cfr. 1,574 millior. equivalent to US'31.5 million. The foreign exchange componentapply- ing to imported equipment,materials and services is estimated at 65%, and the amount of the loan proposed is US$20.5 million equivalent. The local costs would be met by appropriationsin the Extraordinary Budget of the Congo.
Administrationand EKecution
20. A Road Division within the Public Works Department is in charge of the entire public road network of the Congo. Its responsibilitiesin- clude planning, design, construction,improvement and maintenance. It is headed by a Director who is assisted by a Headquarters'staff at Leopold- ville and field staffs in the various provinces. It is staffed by compe- tent engineeringand administrativepersonnel both in the Head Office and in the field. The Division is experiencedin all phases of highway work and competent to carry out the project.
21. In principle the constructionor reconstructionof the roads is done by contractorsselected by internationalpublic bidding. However, in cases where isolated or short sections of road have to be built, work is also done by the Public Works' own forces. Bridges, according to their size and location, are built by contractorsor by direct administration. Supervisionis carried out by the Public Works. At present a number of internationalcontractors are working on the different projects.
22. The project should be completed on schedule before the end of 1962, if the present personnel is maintained and its authority is not cur- tailed. Contracts have already been awarded for constructionor reconstruc- tion for Cfr. 132 million. Improvementscosting Cfr. 12 million are under way.
Design Standards
23. Roads are designed to different standards based on traffic den- sity. The design standards for alignment, grades, hori3ontal and vertical curves, cross sections and drainage are sound (see Table 3). They have been determined to permit the transition from a lower to a higher type as traffic grows, while retaining the maximum benefit from previous investments.
24. The maximum weight per axle, which was limited to four tons in 1957, has been increased to eight tons, with a maximum load per truck of 12 tons. Truck-trailercombinations are allowed up to weight of 32 tons and length of 20 mc:ters. Diesel ferry boats are provided wherever the traffic does not justify the constructionof a permanent bridge. Bailey type bridges 3.5 meters wide are used as a first step, and permanent steel or reinforced concrete bridges 6.6 meters wide are the final step in bridge construction;bridges are designed for a total weight of 32 tons.
25. Traffic regulationsare similar to those in Belgium, and are well enforced. - 6-
Justificationof the Project
26. As shown in paragraph 10 above, road transport has undergone rapid development. Since 1949 the vehicle fleet in the Congo increased from 24,000 vehicles to 57,980 as of December 3L, 1958. Selected statis- tics of car and truck imports into the Congo, vehicle numbers per pro- vince etc., are given in Table 4. The consumptionof gasoline went up from 86,000 tons in 1949 to 243,ooo tons in 1958 and there has also been an increase in use of diesel oil (see Chart 1).
27. As the developmentof the Congo goes on, as the areas planted with cash crops increase - new programs are being worked out or are under execution as a continuation of the First Ten-Year Plan - and as standards of living continue to rise, there is need for the gradual expansion of the road network. However, industry, apart from the mining industry, usually has only local significanceand is in general concentratedin the Lower Congo, Upper Katanga and in the Bukavu and Stanleyvilleareas. Furthermore, the Congo is a very large country, sparsely populated, with a still low, though increasing production per head of populatica. Moreover this population,with a few exceptions,is widely dispersed throughout the Congo. As a consequencetraffic is still in general light, and a large part of the food supply in the country is moved by the river-rail system. The justificationfor road constructionhas therefore not only to be found in the existing traffic but also in the expected increase of productionandin opening up the country. The emphasis of the project is consequentlyon the improvementof local or regional connections,on the gradual increase of the standards of roads as traffic grows, and on the replacement of seasonal earth roads by all-weatherroads. As the old roads in the Congo were built by hand and had frequentlyto follow the contours in mountainousregions, avoid swamps and other obstacles, quite a number of roads make long deviations. Modern equipment makes it possible to choose better alignments and to realize important savings in distance.
28. The roads included in the project generallyfollow the develop- ment pattern outlined above. The major individual investmentsof the project would be made in the constructionof sections of the important through-roadconnections Stanleyville-Bunia and Stanleyville-Bukavu. Other sections of both of these roads were included in the road project of Loan 184-BE.
29. The road Stanleyville-Buniais an important traffic artery in Oriental Province. It connects the fertile areas in the northeast of the Congo with the river port of Stanleyville. The areas traversed produce considerablequantities of cotton, rice, palm oil and coffee; there is also some cattle raising activity.
30. Completion of the sections on the road Bukavu-Stanleyville will be a step toTwardsa first-class connectionbetween two centers of increas- ing activity. The road is essentiallya developmentroad across sparsely populated country, with large potentialitiesof producing rubber and other commoditiesfor export, and it would open up areas for cash-crop farming. - 7 -
31. Parallel with road developmentthere is a need for heavier bridges to replace old bridges that cannot carry modern traffic. With the increase in traffic, ferries also have to be replaced by bridges, in order to elim- inate excessive delays, and unreliabilityresulting from fluctuationsin the water level. Annex II contains a detailed justificationof the indi- vidual roads.
32. The agriculturalroads included in the project consist of some 75 roads of a total length of 2,835 kilometers. These roads will be loca- ted in areas of agriculturalsettlement programs which have already star- ted or are going to start during the next two years. Each road project is combined with an agriculturaldevelopment program. The roads are from farming communitiesto highways or rivers, or direct to processingplants. The economic justificationfor the agriculturalroad program is the agri- cultural development along the roads. The agricultural. roads and the agri- cultural development program are in fact integral parts of one project. The agricultural development program is described in a separate report.
33. The total expenditure on agricultural roads up to the end of 1961 is Cfr. 212 million and the Government investment in agriculture for the same period is Cfr. 740 million, making a total investmentof Cfr. 952 million. Returns on the project, over and above subsistence crops, would commence about 1965. The estimated value of additionalex- port produce at the farm level is expected to be about Cfr. 120 million in 1965 and about Cfr. 300 million in 1966. The value of these commodi- ties after processing, transport,and duty paid at port of Matadi would be about Cfr. 250 million in 1965 and about Cfr. 625 million in 1966.
Effect on Costs of Road Transport
34. Generally the rates for road transport are high. The usual tariff for general merchandiseis Cfr. 6.10 per ton-km (USO 12.2) and for agriculturalproduce Cfr. 3.50 (US¢ 7). With the improvementof the road netwJorkthe costs of transport are bound to decrease. There will be such effects as increased speeds, lower vehicle maintenance costs, longer useful life of equipment, lower consumption of fuel per km, less pilferage and better supervision of personnel, and the improved roads will permit the operation of larger trucks. The prevalent types are trucks with a loading capacity of 4 and 7 tons, usually running on gasoline. Wiith the improvement of the road network it becomes increasingly possible to operate truck-trailer combinationswith a gross weight of 32 tons and a loading capacity of 20 tons, running on diesel oil. It is estimated that the savings in costs re- sulting from these influenceswill be in the order of magnitude of 25 to 5c%
IV. THE PORT ANDWATERWAY PROJECT
Organization and Responsibilities of the Service of Navigation and Waterways
35. The Service of Navigation and Waterways is a division of the Public Works Department. It is in charge of the improvements and main- tenance of the inland waterways and the estuary of the Congo River, inclu- ding keeping the waterways open, and the placing and maintenance of aids - 8 -
to navigation. It has workshops for repairing its river craft and equip- ment. The total length of these waterways is approximately16,000 km; the number of ports is considerable.
36. The Service plans, designs and supervisesthe constructionand improvementof ports. Constructionis usually done by contract. The Ser- vice concerns itself only with the so-called infrastructureof the ports, such as the constructionof quay walls, ea-r:hworkand jetties. Sheds, cranes and other operationalfacilities are provided by each port's oper- ating company. No charges are made to the company for the use of the infra- structure.
37. The Service is highly centralizedand is not responsibleto the provincialadministrations but to the GovernmentGeneral. It is efficient- ly organized and run by capable and experienced staff who, in general, have a high number of years with the organization.
38. Administratively the Service is formed by three geographical divi- sions; the first being the estuary of the Congo; the second the middle reach- es of the Congo River between Leopoldville and Stanleyville with its tribu- taries.,including the Kasai river, and the lakes; and the third the upper reaches, the navigablewaterways and lakes in the east of the Congo, inclu- ding tne Congo River upstream from Ponthierville.
Activities Under the First Ten-Year Plan
39. The Service has made important improvements to the waterway net- work of the Congo. Installationof light signals opened the estuary for night navigationin March 1955. Also on the estuary, the depth of navigable channels was increased from 28 to 30 feet.
40. On the middle and upper reaches of the Congo River, the Service made night navigationpossible by placing light signals over a distance of more than 3,600 km. Dredging operationswere also carried out to main- tain a minimum depth of two meters. The Service had and still has to wage a constant battle against the spread of the water hyacint-h (Bichhornia Crassipes), which severely threatens navigation.
41. As to port construction, the Service supervised the construction and improvcrientof a large number of ports on the estuary and in the in- terior, including large extensions at Matadi and Leopoldville.
42. In the period 1950-1958 the total investment by the Government in the infrastructure of ports and waterways was equivalent to about lTshO million.
Description cf the Prci-ct
43. The pro,ect is part of a prograrm for the continued improvenent and expansicn of the waverways and ports cC the (.ongo. The pr;ject con- sists of th:? improvement of the infrastrurvi;re o-P a nu ,oerc-; port , main- ly the construction of (,nay walls, of sea -1-;eoil ports;, acoess roads and jetties, and the purchase of equipment and materials needed for dredging - 9 - operations and for the extension and maintenance of aids to navigation on the estuary and on the inland waterways. It can be broken down as follows:
- Congo Frs. 000,000 -
Ports on the Estuary Total Cost 1959 1960 1961
Banana 15.30 12.00 3.30 - Matadi 47.00 22.00 12.50 12.50 Ango-Ango 20.00 - 20.00 -
Leopoldville 32.60 5.00 14.60 13.00
Inland River and Lake Ports
Coquilhatville 35.00 3.00 16.00 16.00 Albertville 10.00 10.00 - Kalundu 9.50 9.50 - - Bukavu 18.00 - 10.00 8.00 Seven Smaller Ports in the Interior 36.00 6.00 16.00 14.00 Bumba 56.oo - 33.00 23.00
Berths for Dredges at Boma 8.00 3.00 5.00 - 287.40 70.50 130.o0 86.50
Equipment and Material
Aids to Navigation 25.00 2.30 11.30 11.40 Equipment for Workshops 6.60 3.00 2.00 1.60 Three dredges and buoy tender 123.00 55.00 30.00 38.00 154.60 60.30o43.30 51.00
Total 442.00 130.80 173.70 137.50
15% ContingencyAllowance 66.30
Total Estimated Cost with ContingencyAllowance 508.30
Cost and Financing
404. The total cost of the project is estimated at Cfr. 508.3 million including15, for contingencies;the foreign exchange component of this amount is estimated at USI4,7.5 million equivalent 0 This component has been based on 95% of the estimated cost of equip.nentand materials, all of which have to be bought outside the Congo, and on 65% of the cost of construction of the ports and berths. These percentageshave been derived from a study of the individual estimatesfor each of the items, concerning the part of - 10 -
the equipment and materials that have to be imported and the cost of Euro- pean services involved. The local expenditure will be met from the Congo's Extraordinary Budgets for 1959, 1960, 1961 and 1962.
Execution of the Work
45. The general rule of the Service is to have construction or im- provement work of the ports done by contract awarded on the basis of inter- national competitivebidding. Minor works, in isolated regions, are done by the Service's own forces. Invitationsto bid are published in the Congo and Brussels, and sent to the different consulateson request. Internation- al bidding is also held for purchases of materials and equipment. Actually a number of international firms is working on the projects of the Service or supplying equipment. The project is expected to be completedby the end of 1961.
Justificationof the Project
46. The river network consisting of the navigable stretches of the Congo and Kasai Rivers and their tributaries,and the lakes and their ports, form the basis of the long-distancetransport system of the Congo. Q2ite frequently they form the only transport connectionwith the outside world. About two-thirds of the total export and import traffic of the Congo has to be carried through the Congo River estuary or by inland water transport during some stage of its trip. In addition the waterways are being increas- ingly used for local traffic.
)47. The projects are scattered throughout the Congo and the individual investmentsto be made are small. The inland ports included in the project usually represent no more than a small quay with some handling equipment. Except for a few, they are operated by the Office dtExploitation des Trans- ports Coloniaux (Otraco), a Government agency running a vast transport net- work in the Congo. Separate port accounts are kept only for NIatadi.
48. An important part of the project is the investment in equipment and material. Dredging is necessaryin the estuary to increase the depth of the navigable channels to Matadi, the Congo's ocean port. Originally having a depth of 16', the channels have been gradually deepened to 28' in 194h and to 30' in 1953. It is now intended to increase the depth to 33t. To keep the channels to depth, continuous maintenance is necessary. The Service removed 1,796,300 cubic meters of material in 1949, 3,438,000 cubic meters in 1957, and 4,538,ooo cubic meters in 1958. To increase the channel depth and help in maintenance, a third dredge is needed in addition to the two units now operating in the estuary.
49. Traffic in the estuary is considerable; in 1958 the ports on the estuary handled 1,880,065 tons representing about 62% of the total import and export trade of the Congo. Furthermore, local traffic is growing fast; traffic units (passenger-kilometers plus ton-kilometers) carried by Otraco went up from 6,070,000 in 1955 to 10,173,000 in 1958. In addition there is a number of smaller companies engaged in local traffic. The number of - 11 - ocean-goingvessels calling at Mlatadiis betwzeen46 and 57 monthly. In 1950 the monthlyaverage was 24.
5o. Otherequipment and materialsare includedin the programfor aids to navigation and for dredging operations necessary for the improve- ment of wTater transport on the inland waterways. The major part (12,000 km) of the inland waterway network is operated by Otraco. Waterways in the east of the Congo are exploited by the "Compagnie des Chemins de Fer du Congo Superieur aux Grands Lacs Africains" (CFL), a private company with Govern- ment participation. In addition a number of small companies are engaged in water transport, and some largecommercial companies have a numberof vessels for their own traffic.
51. Both Otraco and CFL report considerable increases in tonnage car- ried. In 1950 Otraco moved 980 000 tons by water; in 1958, 1,718,000 tons. Passengertraffic went up from t8,800 passengers in 1950 to 160,000 in 1958. Traffic units increased during the same period from 1,063 million to 1,832 million, after having reached a high of 2,000 million in 1957. Traffic forecasts established by Otraco show similar increases for the next decade. CLF waterway traffic also shows a substantial increase: ton-kilometers went up from 125 million to 176 million in 1957. Some operating statistics for Otracols river services are given in Table 5. 52. The combinedinvestment effort by Otraco(dieselization of its river fleet and equipping with radar)and by the Service(placing of buoys and light signals)has alreadyled to an importantreduction in the travel time by boat betweenthe main inlandports of the Congo. The tug service betweenLeopoldville and Stanleyvillecovers the trip upstreamin 12 days, against21 in 1948;downstream in 7 days against15. Similarprogress has been made on the Leopoldville-PortFrancqui services. The systemof navi- gationaids has to be extendedwith Otracolsdieselization program.
53. The shallownessof the riversduring dry seasonsand the presence of rocks and sand banks limit the loading capacity of the barges (sometimes by as much as 60%) and the capacity of tugs. Removal of obstacles to traf- fic is essential for an increase in the efficiency of water transport and to keep cost per traffic unit down: in 1958 this cost for Otraco was Cfr. 0.586, equivalent to US¢ 1.87 per mile.
54. The inland ports of the river system act as collecting and dis- tributing centers. They usually are the connecting points with roads spread- ing into the interior. Tonnage handled by the river ports in the interior, not counting Leopoldville, has increased as follows:
1954 1,267,629 1955 1,308,395 1956 1,440,856 1957 1,530,127 1958 1,383,0o14 - 12 -
55. It may be of interest for an understanding of relative magnitudes to compare Otraco s annual expenses for water transport with the capital charges of the port and waterway project. In 1958 Otraco's expenses on account of its river transport amounted to about Cfr. 1,000 million; capi- tal charges on a 61Z% 12-year basis for the project under consideration would amount to no more than Cfr. 61.4 million annually.
56. A more detailed justification of the individual projects is contained in Annex ITT.
V. CONCLUSIONS
57. The road, port and watenray projects are well planned and engi- neered. They are justified by the economic benefits to the Belgian Congo.
58. The projects provide a suitable basis for a Bank loan of US$28 mil- lion equivalent. An appropriate term would be 12 years including a three yearst grace period. Table1
BEMIA-NICONGO
ROAD PROJECT
Densityof the Congo Road Network(December 31, 1958)
Km if Km of Road 2 Road Km of Road per 1,000 Province Area km Network per 100 km Population Inhabitants
Leopoldville 363,000 33,406 9.20 3,222,915 10.37 Equateur 402,120 18,535 4.61 1,808,264 10,25
Orientale 503,388 25,461 5.06 2,h91,500 10.22
Kivu 256,,424 17,857 6.96 2,276,276 7.84 Katanga 496,965 24,744 4.98 1,687,984 14.66
Kasai 323,035 25,208 7.80 2,167,sB4 11.63
Congo 2,344,932 145s211 6.19 13,654,523 10.64 Table 2 - Page 1
BELGIANCONGO ROATDPROJECT
Estimated Costs of Road WorksIncluded in the Project
Construction and Expenditure in Millions of Congo Francs Reconstructionof Roads Km. Total 1959 1960 1961 After 1961
N'djili-Sanda 40 35 - 35 - - Pene Tungu-Lubutu 140 357 70 102 120 65 Madula-LobiloRiver 153 170 - 50 120 -
Kahuzi-Lwana 50 175 35 123 17 - Sake-Km. 27 to Walikale 27 35 14 21 - - Rutshuru-Goma 40 50 - 18 32 _ Elizabethville- Kasumbalesa 108 44 13 15 16 - Jadotville-Kamnbove 27 33 - 15 18 - Albertville-Lugumba 26 25 10 15 - Kolwezi-Luilu 12 10 - 10 - - Kongolo-Moshi- Luluabourg-Mudimbi 93 51 10 28 13
Total 716 985 132 409 366 78 Improvements
Malanga-Luozi 120 12 - 12 - - Ingende-Lisala 400 38.8 11.6 6.4 7.1 13.7 Gemena-Akula 110 21.9 - 8 3.9 10 Lisala-Budjala 225 11.8 - 4.5 7.3 -- Renika-Munda 40 3 - 3 - - Uvira-Baraka 100 15 - 9 6 - Kasongo-Kipaka 44 15 - 9 6 - UIamaza-Kalole- Lulenga 208 8 - 4 4 -
Total 1,247 125.5 11.6 55.9 34.3 23.7
AgriculturalRoads
Province: Leopoldville1,177 75.5 - 37.5 38 - Equateur 287 28.7 - 23.7 5 - Orientale 841 55.25 - 45.05 10.2 - Kivu 445 50 - 25.3 24.7 - Kasai 87 3 - 3 - -
Total 2,837 212.45 - 134.55 77.9 - Table 2 - Page 2
Estimated Costs of Road Works Included in the Project (Continued)
Expenditure in Millions of Congo Francs Bridges and Ferries Total 1959 1960 1961 After Leopoldville Bridge on the Bakali River at Kobo 2.5 - 2.5 - - Ferry on the Lutshima River 1.5 - 1.5 - - Ferry on the Congo River at Luozi 1.5 - 1.5 - -
Equateur Bridge on the Bolua River 1.7 - 1.7 - - Bridgeon the IkelembaRiver 5 - 1.5 3.5 - Ferry on Lake Tumba 1 - 1 - - Ferry on Congo River, Connection Coquilhatville-Lisala 1 - 1 - - Miaterial 13 - 7 6 -
Orientale Bridge on the Ludombe River (Road/Sanji-Basoko) 3 - 2 1 - Ferries at Stanleyvilleand Simi Simi 6 - 3 3 -
Kivu
Bridge at Kindu 65 - 30 35 - Bridge on the Osso River 25 - 5 20 - Four bridges in the Uvira Baraka road 4.4 - 2.2 2.2 v
Katanga Bridge on the Lukuga River at Niembo and culverts in the road Albertville-Miembo- Nyunzu 9.2 - 1 8.2
Kasai
Bridge at Lomela 8 - 4 4
147.8 - 64.9 82.9 Table 3
BELGIANCONGO
ROADPROJECT
I. Design Standards for Roads to be Constructed or Reconstructed
Type of Width in Meters For Gross Sections Km. Pavement Pavement Base Embankment
A. Paved Roads Kolwezi-Luilu 12 DST a/ 6.0 6.0 9.0 Kahuzi-Lwana 50 DST 6.0 6.6 8.5 - 9.0 Sake-km. 27 to Walikale 27 DST/LSM b/ 3.5/6 6.0 8.5 - 9.0 Elizabethville-Kasumbalesa 108 DST 6.0 6.0 9.0 Jadotville-Kambove 27 DST 6.0 6.0 9.0 Albertville-Lugumba 26 DST/LSM 3.5/6 6.0 7.5 Kongolo-Luluabourg-MIudimbi 93 DST/LSM 3.5/6 6.0 8.0 Goma-Rutshuru 40 DST 3.5/6 6.6 8.5 Madula-LobiloRiver 153 DST 6.0 6.0 8.0
B. Other Roads N'djili-Sanda 40 LSM _ 6.0 8.5 - 9.0 Pene Tungu-Lubutu 140 LSM 6.6 9.0
II. Design Standards for Roads to be Improved
Type of surfacing: Local selected material; width of surfacing: 6 m.
III. Other Design Standards Flat or Rolling Country MountainousTerrain
Design speed 60 - 80 km/hr 40 - 60 km/hr Design load 8,000 kg/axle 8,000 kg/axle Maximum weight vehicles 2 axles 12 tons 12 tons 141inimumradius of curvature 250 m. 50 m. Maximum grade 4% compensated 7% compensated
IV. Design Standardsfor AgriculturalRoads
Width: Embankment 6 m. Road bed 4 m. Surface: Local selected material Minir.mumradius of curvature 20 m. Maximum grade 10%
a/ DST = Double surface treatment. bl LSM = Local selected material. Table 4
BELGIAN CONGO
ROADPROJECT
SelectedStatistics Relating to Road Vehicles.
A, Import of cars and trucks into the Congo.
Year Cars Trucks Total
1954 6,118 4,080 10,198 1955 7,7?41 4,030 11,771 1956 9,241 6,222 15,)463 1957 8,779 5,015 13,794 1958 7,794 2,910 10,704
B. Vehicle fleet per provinceand in the Congo.
Leopold- Year ville Equateur Orientale Kivu Katanga Kasai Congo
1956 15,338 3,085 7,943 6,151 14,398 X4,154 51,069 1957 17,035 3,496 9,169 6,934 16,o55 4,603 57,292 1958 17,029 3,680 9,)424 7,156 15,861 4,830 57,980 C. Vehiclefleet by type.
Cars Year (alltypes) Buses Trucks Other Total
1956 29,072 384 12,643 8,970 51,069 1957 33,826 399 13,223 9,844 57,292 1958 34,998 487 12,679 9,316 57,980 Table 5
B-i3LGIANCONGO
PORTAN'D lWAY-1r.'lAW PROJ 2CT
SOAEOPERATIOiNAL DETAILS O- TI-2 RIV3R_TASPORT OF OTRACO
Paying Ilillion Traffic tons traffic Tonnage Horse units Traffic units carried units */ of fleet powrer per ton per horse power
195o 9h1,665 1,063 lbl,113 36,721 7,531 28,,942 l191 1,o54,333 1,120 156,207 39,546 7,679 30,334 1952 1,246,321 1,388 169,678 43,646 8,180 31,801 1953 1,348,914 1,522 198,283 49,851 7,676 30,530 1954 1,482,701 1,666 229,948 51,746 7,249 32,213 1955 1,487,996 1,743 248,085 50,261 7,025 34,678 1956 1,678,018 1,912 264,045 57,365 7,241 33,330 1957 1,774,586 1,990 275,595 57,560 7,220 34,572 1958 1,656,603 1,832 289,790 59,700 6,322 30,680
*/ Passenger hn plus ton km. CHART 1
IMPoer OF YIIlfVRquL OILS IIN THE CONGO ( INOGX 95a =oo)
DIESELOIL
l-O .. / -150
I09 95> I953 l954 'i5 956 1957 195s ANNEXI
BELGIAINCONGO
Progress of 1'iorks Under Loan 184-BE
The project consists of the construction of about 1,200 km of new hi_hways, the improvement of about 900 km of existing road, and the pre,aration of about 3,300 km of existing roads for mechanized rminte_ nance, tow:ether :rith the nrovision of bridges. There is a five -ear construction schedule 1957-1961.
New construction covers sections of the road Aatadi-Leopold- ville-Hen-e and of the StanleZrville-3ukavu road. In addition a number of other roads are to be constructed in Kivu and in Katanga provinces. This part of the 'iroject is proceeding satisfactorily: out of a total 1,200 kn, about 700 km have been completed, includinr the sections on the Stanleyrville-Bukavu road, and most of the sections on the road iJatadi-Leopoldville-Kenge. It can be expected that the 'vork remaining will be completed in time.
Work on the two roacs to be im roved is proceedin, according to schedule. Out of the 900 ha about 540 Len have been completed. Com- pletion on schedule can be expected.
The ,ro ,rarn for improvement of 3,300 km is being actively pur- sued in the different provinces. It is about 75%' comnlete. The bridge pro ra. is about 85$- complete.
As thle project is still in the stage of execution, no informa- tion is as yet available on benefits. On a fewr completed sections, holw- ever, traffic counts show an appreciable increase in volume.
A recently revie.wed cost estimate of Congo frs 3,329 million, is within the project estimate, including a contingency allowance,agreed upon at the time of the Loan. Annex II.
BELGIAN CONGO
ROADPROJECT
Justification of Individual Roads
I. Oriental Province
The principal points connecting this Province with the outside are provided by the Congo River ports of Stanleyville and Basoko in the South and the Itimbiri River port of Aketi in the North, which are connected with the interior by railroad, roads and trails. Aketi is the terminus of the railroad of the Compagnie des Chemins de Fer Vicinaux du Congo, (C.V.C.),whose lines penetrate the Province for a distance of 840 km,
Agricultural produce has to be carried frequently over great dis- tances, to the river ports and railheads. Return traffic by road is mainly manufactured goods and building materials. The most important trucking fperator is the road transport division of the C.V.C. with a service network of 15,000 km., which carried 22.5 million ton-km. in 1958 compared with 10.5 million in 1950, an increase of 114%. In 1958 there were 88 entities engaged in transport but most of them operated on an occasional basis.
Construction or Reconstruction of Roads
Iadula-Lobilo River (153 km.)
An important project is the section Madula-Lobilo in the road from Stanleyville to Bunia. This road forms the connection between the Congo River at Stanleyville and the fertile areas to the east of Stanleyville. Apart from an important production of coffee, palmoil, peanuts, rice and cotton, there is considerablecattle raising activity, the herds in the area traversed by the road being estimated at between 300,000 to 400,000 head of cattle. Present traffic is fairly heavy for the Congo, viz. 100 vehicles per day; an increase to 200 within the next years can be expected. This traffic and the fact that the road crosses an area of heavy rainfall produce a serious maintenanceproblem and it is, therefore, advisable to provide the road, which was already partially improved,under the Loan 184-BE, with an asphalt pavement.
Pene Tungu-Lubutu (140 km.)
This is a section of the Stanloyville-Bukavu Road, which is discussed under Kivu Province, where the longest part of the road is located.
Bridges and Ferries
The bridge to be built will replace an old wooden structure in the Tsangi-Basoko road across the Lukombe River.
Ferries and materials for slipways are required at Stanleyville and Simn-Simi I Annex II - Page 2
II. Equatorial Province
As far as modern transport is concerned, this Province is the most backward in the Belgian Congo. The main artery is the Congo River, which flows through the Province in a wide curve of 733 km. and has a large number of tribu- taries reaching into the interior, a distance of some 6,797 km. However the tributaries are not navigable during the dry season and removal of the agricul- tural production becomes difficultbecause there is no railroad and the road networkis deficient. For its area the Provincehas the least roads in the Belgian Congo, and road length per head of population is the second lowest. The number of vehicles is the lowest in the Congo.
There are only 8 km. of paved road, on which work was completed in 1959. Almost all the roads are seasonal and they cannot be used by heavy trucks.
Sotranscongo, the principal road transport company, which cooperates closely with Otraco, operates a network of 5,000 km. that produced4 million ton-km. in 1958 compared with 2.9 million in 1950, an increase of 38%. Apart from a small number of specialized firms, only 40 other trucking companies, mostly working part time, were operating in 1958.
The Province produces sizeable tonnages of rubber, bananas, cotton, cassava,palm products(40% of the total Congo production) and rice. There is also the beginningof a local industry. A bettertransport system is es- sentialto the presenteconomic activity and to its development.
The project provides for the improvement of a large number of kilo- meters of road. Improvement will consist mainly of gravel surfacing of earth roads to make them all weather roads and adequate for heavy axleloads, and of relocation works to reducedistances. In general,the roao.srun throughareas with substantial agricultural production and potentiality for further develop- ment, for which plans exist or are being prepared. Improvementof Roads
Lisala-Ingende(400 km.) Relocationworks will reducethe distance by road betweenCoquiThatville and Lisala (bothof which are ports on the Congo River)from 988 to 812 km., a savingof 176 km. Relocationwill obviatea five- hour trip by ferry on the Busira River. This road traverses the area south of the Congo River between Coquilhatville and Lisala, which produces large quanti- ties of palm oil, rubber,coffee, rice, etc. A better connectionwill be estab- lishedamong a numberof ports situatedon the Congo and its tributaries.The existingroad is inadequatefor presenttraffic and the execution of programs for increasingagricultural production will develop a larger volume of traffic.
Gemena-Akula (110km.) Relocationworks on this road will reduceits existinglength of 170 km. by 60 km. The savings inherent in such an improve- ment justifyexecution of the work. Furthermore,Akula, situated on the Mongala River, is the second most important port in the Province, and the hinterland of Gemena is being rapidly developed. Annex II - Pje 3
Lisala-Budjala (225 km.) This road connects the ports of Lisala on the Congo River, Akula on the Mongala River, and the western part of the Province north of the Congo River. The savings in lower operating and capital costs for motor transport on the present volume of traffic, justify the improve- ment of this road.
Renika-Munda (LO km.) The present road-river connection with Munda on the Lopori River is 190 km. long. A direct road link between these two places will shorten the travel time between them and to Leopoldville, and help to develop the agriculturalarea traversed.
Bridges and Ferries
The program includes the constructionof two steel bridges to replacs old wooden structures.
Two ferries are to be acquired, one of them for the Lisala-Gundji crossing of the Congo River, the focal point of several roads, including two which are in this improvement program.
III. Province of Leopoldville
This Province together with Katanga Province are the most developed of the Belgian Congo. Leopoldville, besides being the seat of the Government General, is the chief commercial city. A large part of all exports and imports move through Leopoldvilleand the nearby deep-water port of Matadi.
The transport system of the Congo fans out from Leopoldvillealong the Congo and Kasai Rivers, which are permanentlynavigable, and their numerous branches and tributaries. Road and railroad connect Leopoldvilleand Matadi.
LeopoldvilleProvince has the longest road network for its area of any other province, and the largest fleet of vehicles. However, it is essen- tial that the road system should be increased and improved to meet the develop- ing needs of the Province itself and of the Congo as a whole.
Construction or Reconstruction of Roads
Ntdjili-Sanda (40 km.) The area crossed by this road has great potential. Agriculturalprojects for development of the area are being executed, especially for the production of vegetables and other supplies for Leopoldville. Though N'djili is close to Leopoldville,the present bad road connection has restricted development. Reconstructionof this road will reduce its length by 69 km. and with developmentof the area, traffic on the road is expected to rise quickly.
Improvementof Roads
Malanga-Luozi(120 km.) Agricultural programs are being executed and others are in preparationfor increasing this area's production of wood, cattle, palm oil, hard fibers and vegetables. A very promising development area, traffic from it, which is now 30 vehicles daily, should more than double in a short time. Annex II - Page 4
Bridges and Ferries
One bridge is to be constructed to replace a ferry on the road from Kenge to the east, providing a better connection with the interior of the country. Two ferries of 30 tons capacity each are to replace old ferries of 5 to 12 tons capacity.
IV. Kivu Province
This Province has a pleasant climate and important agricultural and mineral production. Local industry (textile, building materials and agricul- tural processing) is developing. Most of its agricultural production, tea, coffee and palm oil is exported; vegetables from the highlands are marketed as far away as Leopoldville. Kivu has numerous export and import trading points, but these are all located at the outskirts or even outside the Province. Road connections are consequently of particular importance both for internal traffic and for providing links with trade outlets. The east of the Province is heavily populated while the western areas are very sparsely populated, and a program of populationresettlement is being carried out, which is based on the constructionof good roads.
The road transport division of the C.V.C. operates in the north. Other important road transportationagencies in the Province are Otraco and Transkat; Transkat operating over a network of 7,700 km. of mostly seasonal roads, stretchinginto Ruanda-Urundiand the Oriental Province. Its fleet capacity and traffic increase by about 1% annually. Otraco operates a road service between Bukavu on Lake Kivu and Kalundu and Usumbura on Lake Tanganyika.
Construction or Reconstruction of Roads
Kahuzi-Lwana (50 km.) This is a section of the Bukavu-Stanleyville road. The construction of the sections at each end, Bukavu-Kahuzi and Stanlcy- ville-PeneTungu, were financed by Loan 184-BE. Kahuzi-Lwana is the next step in the program to link Bukavu and Stanleyville (and the two provinces Kivu and Oriental) by a first-class road. When completed the total distance willbecut by about 170 km. and travel time reduced from three days to one.
Stanleyville and Bukavu are important centers, with some industrial development; they are also ports and distributing centers of imported goods. The area crossed by the road is at the moment one of feeble economic develop- ment because of its isolation. Export crops, ccffee, cocoa, tea, rice, cotton and palm oil, and crops for local consumption,such as peanuts, vegetables, cassava and paddy are increasing and programs are being initiated for furthcr development. Cattle raising is increasing in this area.
At present traffic close to Stanleyvilleand Bukavu is fairly heavy (250 ard 420 vehicles per day respectively)but it falls away rapidly as the road penetrates into the interior. Construction of the Kahuzi-Lwana section would promote the agricultural development and resettlement of the population that is now going on there, and assistthe mining industry in the area.
Sake-Walikale (27 km,) This road will open up the agriclltural region of the Masisi. A mountainous and sparsely populated area, it is Annex II.- Page 5
neverthelessvery fertile, and a program is being carried out for resettlement of surplus population from the east of the Province. The new road will reduce the distance by 5 km., and traffic should increase considerablyupon its com- pletion.
Gautru 40km. Improvement of this road was part of Loan 184-BE. It is a link with the railhead at Kasese on the East African Railways.
Present traffic on the road carries about 135 vehicles daily and the road requires a light pavement. Agricultural produce, which is the main traffic now, will shortly be supplemented by industrial commodities (beer and cement).
Improvement of Roads
Uvira-Baraka (100 km,) Running along the northeastern shore of Lake Tanganyika, this road serves the fish industry located on this shore, and a fertile agricultural area, which is producing 4,000 tons of cotton annually. This road was originally constructed to low standards and its present condi- tion is bad, The improvement contemplated would be justified on the present traffic flow.
Kasongo-Kipaka (M4km.) This is a section of the road to Kindu, an important town in the southwest of the Province. The road traverses a rich agriculturalarea, producing 12,000 tons of cotton, 5,000 tons of paddy, 4,000 tons of peanuts and 1,200 tons of coffee. A program for agriculturalexpansion is being prepared. Relocationworks will reduce the length of the road by 9 km. The present traffic volume justifies the program.
Wamaza-Kalole-Lulenge (208 km.) The improvement of this road will promote the transport of agricultural produce to the pracessing center of Kasongo. The Kalole and Lulenge areas are developing and their population in- creasing.
Brid es and Ferries
The project includes the constructionof six bridges, The two most important are over the Oso River on the Stanleyville-Bukavuroad, and over the Lualaba River at Kindu. The Kindu bridge by replacing the ferry, will directly connect the productive area east of the river with the port and rail- way facilities on its west bank. About 200 vehicles cross the river daily, and the number is expected to increase considerablywith the area's develop- ment. The four other bridges are in the road Uvira-Baraka.
V. Katanga Province
The economy of this Province is dominated by the mining industry. Copper, cobalt, zinc, and manganese are produced in large quantities 47% of the Congots export are from the Katanga. After Leopoldville Province, the Katanga has the highest number of vehicles, leaving the other provinces far behind. The main connections between the different centers of activity are provided by an efficient railroad system. This system also carries from the Kasai and Kivu Provinces, the foodstuffs needed for the industrial popula- tion, innex II.-Page 6
The continued growth of the principal centers, such as Elizabeth- ville, 170,000 inhabitantsand Jadotville,77,000 inhabitants,is creating t,ieneed for expanded road transportation facilities to distribute goods, constructionmaterials, etc., imported by the railroad, to improve intercity connections,and to increase the supply of foodstuffsto the centers. The chief road transport company is MAS (Messageriesau Sankuru), operating in the Katanga and Kasai Provinces over a network of 13,020 km with a fleet of about 217 vehicles. This company's traffic grew in the years 1950 to 1958 from 12 million to 20 million passenger-kmand from 6 to 10 million ton-km in spite of competitionfrom the new Kamina-Kabalorailroad.
Constructionor Reconstructionof Roads
Elizabethville-Kasumbalesa(108 km) This road is the first sec- tion of the link between Elizabethville,center of the mining area, and the Rhodesian mining centers. In Rhodesia it will connect with the paved road network extending South. The passenger-cartraffic is preponderant. Pre- sent traffic of 44 vehicles daily is expected to reach 100. The area crossed has little agriculturalpossibilities.
Jadotville-Kambove(27 km) The old c,oppermine at Kambove is being put back into production, and there is a considerableincrease of both European and native populations. Actual traffic which is very heavy for the Congo (743 vehicles per day) is expected to increase further, and fully justifiesreconstruction of the road.
Albertville-Lugumba(26 km) While present traffic is still small this road derives its importancefrom the increase in agriculturalproduc- tion of cotton, cassava and corn in the Lugumba area, for which an agricul- tLral program is in execution. It also connects the cement works at Kabimba with Albertville,an important port on Lake Tanganyika.
Kolwezi-Luilu (12 km) The Kolwezi area is a center of consider- able activity of the Union hiniere du Katanga; the ore reserves in the area are actively developed. At Luilu the Union Miniere is building an important new factory. There will be considerabletraffic between the areas.
Bridges
One bridge and fifteen culverts are to be built in the important connectionAlbert-rille-Niemba-Nyunzu. The bridge will span the Lukuga River.
VI. Kasai Province
This Province supplies the greater part of the foodstuffs for the mining province of Katanga, which in general does not have large agricul- tural possibilities. The Bas Congo au Katanga railroad,which crosses the entire southern part of the Province, is the main artery for the movement of agriculturalproduce to Katanga. In the far west at Port Francqui, the rail- road terminus on the Kasai River is the link with Leopoldvilleand Matadi. The road project is designed to improve connectionsbetween the interior of the Province and Luluabourg, the capital, which is located on the railroad arbout.midway between Port Franequi and Katanga. Annex II.- Page 7
Construction or Reconstructi"n of Roads
Kongolo Moshi-Luluabourg-idimbi 93 k. This road which is cent- ered on Luluabourg, carries the agricultural production from both sides of the railroad, providing the food supply for the capital and supplies for shipment on the railroad to Katanga.
Existing traffic is quite heavy, reaching densities of about 250 vehicles daily on the section Luluabourg-Kongolo Moshi, and an average of 66 elsewhere. Increased traffic should result from the agricultural development programs now underway in the areas served by road.
Bridges
One bridge is to be constructed at Lomela to improve the connection with the Equateur and Oriental Provinces. It will replace a ferry which is no longeradequate to carry the increasingtraffic. ANNEXIII
BELGIANCONGO PORT AND WATERWAYPROJECTS
Justificationof IndividualProjects
I. Projects on the Congo Estuary
1. The Port of Banana: Constructionof New Quay Wall
The port of Banana is formed by a small concrete walk-rayof 10 m length. It will be replaced by a 75 meter quay wall. The tonnage handled by the port reached 18,000 in 1956 but as a result of the recessiondeclin- ed to approximately10,000 in 1958. The region offers possibilitiesfor the cultivationof bananas, timber and palm oil. Because of the inadequate facilities the present productioncannot be shipped through Banana. The tonnage exported through the port is therefore negligible,but the construc- tion program now underway will revitalizethe port and stimulate the develop- ment of its hinterland. An award of the constructioncontract was made in iAaroh1959, and work is scheduledto be completedby January 1960. The port is operated by Otraco.
2. Berths for Dredges
The dredges operating in the estuary of the Congo River are bas- ed on Boma, using the naval base there. With the increase in the number of dredges and conversion from steam to diesel power, it is no long pos- sible to continue using the existing docking facilities. New berths are now being built by the Service of Navigation and Waterways' own forces. Completion is expected by the end of 1960.
3. Ports of Matadi and Anao-Ango:Expansion of Yards and Access to the Ports. Improvement of Berthing Facilities
Yatadi, the ocean port of the Belgian Congo, is situated on a narrow strip of land between rocky hills and the estuary of the Congo. Mlatadiis linled with Leopoldville,the capital city, by railroad and road.
Tonnage handled by the port increasedfrom about 950,000 tons to 1.5 million tons in the period 1950 to 1957, an advance of 58%, but slipped to 1.4 million tons in 1958. Efficiency is high, the movement of cargo through the port being at the level of 1,500 tons per meter of quay per year. The port is operated by Otraco at a profit.
To keep pace with the economic developmentof the Congo, it is now necessary to extend the railroad yards of the port and to provide access from the highway Matadi-Leopoldville.
Ango- Ango, the oil port in the same area is also built between the hills and the river. Present facilities are primitive and inadequate for the increased mineral oil transport. Only small size tankers can berth and increasing tonnages make imperative the enlargement of facilities for discIlargeand storage. Imports and exports through Ango-Ango (practicaU7y all imports of fuel) were: Annex III. - Page 2 1956 355,894 tons 1957 351,424 tons 1958 364,527 tons From Ango-Ango oil is shipped by pipeline to Leopoldville. Four oil companies have recently requested space to establishthemselves in Ango-Ango. Work by contract and by the Service's own forces is now underway. Completion is ex- pected by the end of 1961.
II. Port Projects on the Gongo River 4. Port of Leooooldville:General Improvementof the Fishing and Oil Ports
The very primitive fishing port of Leopoldvilleis located on an is- land in the middle of the port. The present project is designed to create prop- er facilities for the disposal of fish and foodstuffs,and to build a separate oil port on the island. The new oil installationswill permit the handling of oil in bulk for distributionto the interior of theCongo. Completion in expected in 1961.
5. Port of Coouilhatville:Construction of New Port and Oil Port
The port of Coquilhatville,capital of the Equatorial Province, is built between the city and the river and there is no room for expansion. Be- cause of geological conditions the quay walls are slowly sinking and moving and cannot carry heavy cranes. It has been decided to build a new port 8 kn down- stream from the present location which will have a quay wall 250 m long and 200 -nwide. A separate oil port will also be built. The port now handles annually about 150,000 tons, of which about 15,000 tons is mineral oil. Completion is expected by the end of 1961. 6. Port of Bumiba:Construction of a New Port The railhead of the railroad system (840 km) of the Compagnie des Chemins de Fer Vicinaux du Congo (CVC) is at port Aketi on the Itimbiri River, a tributary of the Congo River. The Itimbiri River presents considerablediffi- culties to navigation, especiallyduring the dry season, lasting about five ronths. It has now been decided to constructa railroad between Aketi and Bumba, a port on the Congo River. As a result there will be a direct rail connection between the Congo River and the area served by the railroad system of CVC. The port of Bumba will have to be greatly expanded as it will have to handle the traffic forrmerlyhandled at Aketi, as well as the traffic generated (about20,000 tons)along the new line. The traffic handled at Aketi has increased considerablyover the past years, as is shown below: First Half 19A7 1950 1955 1956 1957 1958 1959 Traffic handled at Aketi 69,762 83,819 126,692 145,729 137,168 145,755 82,570
As the CVC railroad serves the important agricultural and mining area in the Northeast of the Congo, it can confidently be expected that traffic through BunRa will continue to grow. Completion is expected in 1961. III. Lake Ports 7. Port of Albertville:Construction of Oil Port and Mooring Facilities This ie the major Congo port on Lake Tanganyika and the water- transport base of the Compagnie du Ghemin de Fer du Congo Superieur aux Zrre.nds Lacs Africains. To improve the operations of the port a number of Annex III._- Pa.e mooring buoys will be constructedto relieve the congestion of ships wait- ing to be loaded or unloaded. The handling of petroleum products is to be removed from the present facilities by the constructionof a separate oil port. Besides being a safety precaution,the new oil port is needed to cope with the increasing bulk shipments. The port handles over 200,000 tons an- nually. The work is being carried out by contract and is expected to be completed in 196w.
8. Port of Kalundu: Improvementof Road Access
With the abandoning of the rail connectionbetween the port of Kalundu and Bukavu, the port has to be adapted to allow freedom of movement to the new road traffic. At present the port's area is too narrow to per- mit the operation of modern trucks and trailers. Total tonnages handled annually by the port, which is operated by Otraco, have been as follows:
1954 74,771 1955 83,065 1956 70,112 1957 81,934 1958 69,449
The work is being executed under contract and will be completed before the end of 1963.
9. Port of Bukavu: Construction of New Port
The port of Bukavu is on Lake Kivu, opposite the port of Goma. Traffic between the ports is as follows:
1955 1025204tons 1956 83,684tons 1957 86,466 tons 1958 62,387 tons
The increase in importance of Bukavu as a center of economic act4±v- ity and the inadequacy of the old port, the layout of which does not permit the circulationof truck-trailercombinations, have made it necessary to con- struct a new port. Work has started on a new quay wall, which is expected. to be completed by the end of 1961.
IV. Other Port Projects
10. Ports in the Interior:Improvement and New Construction
A number of ports have to be improved or constructedto meet in- creasing traffic needs. They are the following: Annex III. - Page 4
Tonnage Handled 1955 1956 1957 1958
Kikwit 61,842 64,693 65,564 71,442 Mangai - - - - Bena Dibele 16,973 23,108 23,168 23,577 Akula 14,972* 17,364 21,973 27,327 Basankusu 15,688 18,678 19,365 17,180 Baraka - - - - Ikela - _ _ _
* Eleven months
Kikwitis a port in the easternarea of the Provinceof Leopoldvilleon the Kwilu River. The area produces cassava and palm oil products. Mangai is a new port on the Kasai River. Bena Dibele is on the Sankuru River in the Kasai Province. The area produces coffee, rubber, cotton and palm kernels. Bena Dibele is also a distributingcenter for imported goods. Akula on the Mcngala River is the second port of Equatorial Province. The road connec- tion Akula-Gemenais part of the road project under consideration. The oort dispatches cocoa, coffee, cotton, rice and palm oil products. BasankusL is in Equatorial Province at the junction of the Lopori and Maringa Rivers. Main products are palm oil and rubber. Ikela is at present a landing place on the upper Tshuapa River. Port facilities will have to be provided to handle the increasing traffic from the area, which in 1958 was about 11,000 tons. Baraka is a fishing port on Lake Tanganyika. The road Uvira-Baraka is part of the proposed road project. All these ports except Baraka are operated by Otraco.
Work on all of these ports is expected to be completed in 1961.
V. Equipment and Materials
12. EauiDment for Dredainz and Beacons; Equipment for Workshops
The navigation channels in the Congo estuary require intensive dredging to maintain adequate depths. The magnitude of this operation is indicated by the quantities of material removed, which were 3.4 million ard 4.5 million cubic meters in 1957 and 1958 respectively,an increase of 325o.
It is planned to increase the depth of the channels from 30t to 331 aV'lowwater.A new largr dredge is required for this purpose which will al-o assist two old dredges with regular maintenancework. A new buoy tender is also needed.
On the middle reaches dredging operations,for which two dredges are needed, are scheduled on the Itimbiri River (traffic150,000 tons an- nuaJ'-),the KwiluRiver (traffic 105,000 tons annually), and the Mongala &ixer (traffic 65,Coo tons annually). The system of aids to ravigation will be exJinded. Annex III. - Page A
On the upper reaches the navigable stretch on the Lualaba River from Kindu to Ponthiervillewill be equipped with light signals and beacons, as will navigable sections on Lakes Tanganyika and Mweru. In addition, work will be done to improve navigating conditions.
For its workshops at Leopoldvilleand Kindu the Service needs more equipment on account of the increase of its fleet of service vessels and tLe dieselizationof this fleet. N I G-
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