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World Bank Document 8 COVY RESTRICTED AF85 Vol. 3 Public Disclosure Authorized This report was prepared for use within the Bank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may not be published nor may it be quoted as representing their views. INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPIMENT INTERNATIONAL DEVELOPMENT ASSOCIATION Public Disclosure Authorized DEMOCRATIC REPUBLIC OF THE CONGO THE CONGO'S ECONOMY: EVOLUTION AND PROSPECTS (in three volumes) VOLUME III Public Disclosure Authorized TRANSPORT November 19, 1968 Public Disclosure Authorized Africa Department CURRENCY EQUIVALENTS AND UNITS From November 6, 1961 to November 9, 1963 Unit - Congolese franc (CF) US$ 1 CF 64 From November 9, 1963 to June 23, 1967 Unit - Congolese franc (CF) US$ 1 = CF 180 (selling rate) US$ 1 = CF 150 (buying rate) After June 23, 1967 Unit - Zaire (Z) equals 1, 000 CF US$ 1 ZO. 5 ACRONYMS CFL: Societe Congolaise des Chemins de Fer des Grands Lacs CFMK: Chemin de Fer Matadi-Kinshasa KDL-BCK: Chemin de Fer Katanga-Dilolo- Leopoldville Chemin de Fer Bas Congo-Katanga OTRACO: Office d'Exploitation des Transports au Congo VICICONGO: Chemin de Fer Vicinaux du Congo THE CONGO'S ECONOMY: EVOLUTION AND PROSPECTS VOLUME III - TRANSPORT TABLE OF CONTENTS Page No. SUMMARY AND CONCLUSIONS .. ...................i-iii I. BASIC FEATURES ........................................... 1 II. CURRENT SITUATION ..................... General ....................... 4 Traffic ............*........................... 5 III. TRANSPORT POLICY AND COORDINATION ..... ................... 7 General ... .............. .......................... 7 Voia Nationale ............. .- 8 Investment Priorities ................................ 8 Unw-onomic LTnes .................. 9 Tariffs ................................................ 9 IV. WA*TERWAYS ... 1. A. River Network ................ 1.l B. Serv4.Geq deas Vonis Nav_gabh1- . 12 Bief Maritime . ................................. 12 *Ri af Mnvpn, Bi!MoP t4;;:.1_X:;;;:;;:v@:7 13 Bief Superieur ............... .......... 13 .S+sMfin iri^^ +* -*oi1 Equipment ....... 13 Inve stmen+ ....... 1..14 C. River Transport ....... ............................ 14 D-. D~~.eYrRACO----------1-- TGO......... .. ............. ....1 Organization and Management ........... ... 15 Taf'fic . ...... ..... X *.- IR Equipment . ................ .... 20 Finnnal 1itation....... 20 Investment . ....... .... 21 V~~~~- .... p............... ... .. .. .. a. ~neneaaJ...... *..*...0. 2 B.C. B.Natsadi ............................................................................... **............... 25.234 D. Kinshasa................... .... ....... 25 E. BoFirani ................... ... ,.26 F. Aketi ..... ..... 28 U. LAer ur -L,... ............... Page No. VI. RAILWAYS . .............................................. 30 A. General ..................... ..................... 30 B. OTRACO ...................... ..................... 32 General ......... ............................. 32 Equipment ........ ............................ 32 Traffic ................... ................... 32 Performance ................. 3................. Financial Situation ........... .. ............. 33 Investment ............................... 34 Conclusions ................................... 35 C. Compagnte du Chemin de Fer ...................... 35 Katanga-Dilolo-Leopoldville (KDL-BCK) ........ 35 Organization, Management and Manpower .. 35 Equipment ...................................... 36 Traffic .................. ................. 36 Performance ................* .............. 37 Financial Situation ...................... 37 Investments *............. ................ 38 New Railway Line Port Francqui-Kinshasa ... 39 Conclusions ............. ................. hi41 D. Societe Congolaise des Chemins de Fer des Grands Lacs (CFL) .................... ....... 41 Organization and Manpower ................. ... 41 Equipment .................................... 42 Traffic ...................................... 43 Performance ....... ........................... 44 Financial Situation ...... .................... 44 Investment ................................... 44 Conclusions ....... ........................... 45 E. Societe des Chemins de Fer Vicinaux du Congo (Vicicongo) ............................. 45 Organization, Management and Manpower ........ 45 Equipment ........ ........................... 46 Traffic ........ .............. 46 Financial Situation .......................... 48 Investment ........ ........................... 48 Conclusions ............................... 49 VII. ROADS AND ROAD TRANSPORT ......... .................. O, 50 A. The Road Network ... ............................. 50 B. Administration and Finance ............ .. ........ 50 C. Road Maintenance ....... ......................... 51 Dl. Road Transport .......... ........................ 52 E. Conclusions ... .................................. 53 STA1ISTICAL ANNEX MAP VOLUME I - MAIN REPORT VOLUME II - AGRICULTURE This volume was prepared by Messrs. J. Brechot, R.Y. Scheiner, A. van Dijck and V. Wouters. MHE CON0'°n V -ya MTTT TJm..... AVTD PROCT° V olume III. _.IA UA SZ P O A , -T .2T -- --- -A oU-mary anu CofnQ.LUb.LU 1. The Congo is a large country where the major centers of population, production and trade are widely scattered, consequently, the lines of commu- nications are long. For this reason, the Congo needs an efficient and ex- tensive transport system as an important means of integrating the country politically, administratively and economically. 2. The Congo river and a number of inland lakes have been very valu- able natural assets in this respect. They have provided a vast network of navigable waterways, about 15,000 km long, which are mostly navigable the year round. The waterways are the main arteries of the transport network, which also comprises about 5,000 km of railways and about 140,000 km of roads and tracks. This network is highly integrated. The railways serve either as a bypass for river sections which are not navigable or as an ex- tension of the waterways into the hinterland. As to the roads, they serve largely as a feeder network to the railways and waterways. Consequently, each transport mode or section of the network depends very much on another. 3. This network had been well equipped and was able to handle effi- ciently the traffic being offered before independence. Since then the effi- ciency of the transport system has badly deteriorated for a variety of rea- sons. Transport organizations have been seriously weakened by the massive and sudden departure of qualified expatriates and by the general decline in labor morale and discipline. The infrastructure and equipment have suffered considerable damage during rebellions and disorders and they have deterio- rated because there has been very little investment in replacement, while repairs and maintenance has been neglected. 4. Broadly speaking, efficiency has declined to the point where the transport system is barely able to handle 70 per cent of the traffic in 1958. Transport is generally slow and subject to long and frequent delays. Some valuable cargoes have been lost or have declined in market value be- cause the necessary transport means were not available at the appropriate time to move commodities to markets or to processing centers. Furthermore, the inefficiency of the national system has made the Congo, and Katanga province in particular, more dependent on the transport systems of neigh- boring countries. Last but not least, transport costs are mostly about 40- 50 per cent higher than before independence, which is a serious burden on the country's foreign and domestic trade. There is serious concern that the transport system may be unable to meet the expected in-rease in traffic and, thereby, seriously delay the recovery of the economy now under way. 5. The situation is not the same for each of the three principal transport modes. While the railways should be able to meet the expected increase in traffic, the situation of road and river transport is critical. This does not mean that the railways face no problems. The operating effi- ciency of all four networks is low, the utilization of equipment inefficient and all are overstaffed. These deficiencies are less severe on the KDL-BCK railway serving Katanga than on the other three networks. The KDL-BCK net- work handles currently more traffic, in terms of ton-k'm, tnan before independence. The deficiencies are somewhat greater on the OTRACO network which comprises the mainline from Matadi to Kinshasa and a branch line serving Mayumbe. The other two networks namely, the CFL serving the eastern part of the country and the Vicicongo serving the north-eastern part, face major problems since they have been seriously affected by the disturbances in these areas. But, since traffic has declined considerably, they have some time to rehabilitate their plant and services. 6. Navigation on the rivers and access to some ports has become much more difficult as a result of poor dredging, the swift propagation of river vegetation (water-hyacinth) and by inadequate navigational aides. At the same time, the efficiency of river transport services has seriously deter- iorated. OTRACO, which accounts for 95 per cent of all waterborne transport in the country, is barely able to handle about 50 per cent of the pre- independence traffic in ton-km. The most obvious reasons for this decline in efficiency are: lack of experienced
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