GSJ: Volume 12, Issue 11, November 2024

ISSN 2320-9186 561

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Study on the Development of Transport infrastructure in

Congo
Massounda Bantsimba Reine Dahlia, Guo Lixin (Roland, Bifou Andres, 2024)

School of Business Huaiyin Institute of Technology

Email: [email protected]

(Massounda Bantsimba Reine Dahlia, 2024)

Abstract
The historical background, present situation, difficulties, and potential future of the
transportation infrastructure in the Democratic Republic of the Congo and the Republic of Congo
are the main topics of this study. Economic development and social integration depend heavily
on transportation infrastructure, yet both countries confront major obstacles because of colonial
legacies, unstable political environments, and a lack of investment. Although the Republic of
Congo has made significant progress in developing its rail and road systems, only over 10% of
its roads are paved, and maintenance is still a major problem. The Democratic Republic of the
Congo, on the other hand, has an even more disjointed transportation system, with only 2,250 km
of paved highways serving a sizable population.

This study uses empirical analysis and the GIS model to demonstrate a causal relationship
between transportation infrastructure and economic growth in these nations. The findings show
that investments in roads and railroads increase productivity and contribute to long-term
economic growth. Recommendations include prioritizing rural infrastructure investments,
including sustainable practices into construction projects, and enhancing governance to prevent
corruption and inefficiency.
Finally, this study aims to provide useful insights for policymakers and stakeholders involved in
infrastructure development in the Republic of Congo and the Democratic Republic of the Congo,
emphasizing the importance of strategic investments that can promote long-term economic
growth and improve connectivity between these countries.

Keywords
Roads, railroads, Republic of Congo, Democratic Republic of Congo, economic growth, and
transportation infrastructure

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CHAPTER I

INTRODUCTION

Background of study
Transport networks are essential for improving connectivity both within and across areas in
the Democratic Republic of the Congo (DRC) and the Republic of Congo (Congo-Brazzaville).
The huge nation of Congo is home to abundant natural riches, breathtaking scenery, and dynamic
cultures. On the other hand, moving from one location to another might resemble negotiating a
maze. Its ports, railroads, and highways all require significant renovation. Why is this important,
then? Improved transportation makes it simpler to get to work, education, and medical treatment.
It has the secret to releasing the full potential of the nation.
The transportation infrastructure in both Congos was greatly influenced by the colonial era.
Resource exploitation, not local economic growth, was the main emphasis of infrastructure
development. Current infrastructure conditions are nevertheless impacted by the legacy of
neglect and underinvestment left by this historical environment. Both nations experienced
political unrest after gaining independence in the 1960s, which impeded the construction of
infrastructure. Decades of violence have disproportionately hurt the DRC, resulting in a serious
lack of investment in transportation infrastructure. The research of Bonin (2024) examined the
function of transportation infrastructure. According to the author, transportation infrastructure—
including roads, highways, railroads, and energy infrastructure—was essential to progress on a
political, economic, and technological level. In fact, these primary lines enable the creation of
landscapes, the division or joining of surroundings, and the creation of new relationships with
areas. They have the power to alter our way of life, foster cooperation among interested parties,
and improve the coexistence of living things and man-made objects. The development of
infrastructure is essential to economic growth and productivity, claim Abdelkader et al. (2019).

It is widely known that the DRC's infrastructure deficit is a major growth limitation, even while
it is understood that increasing infrastructure is by no means a cure-all. However, given the
DRC's geography and socioeconomic makeup, figuring out the best place to invest in
infrastructure becomes difficult. First, in order to foster trade and economic cohesion, it is
imperative to improve both intra- and interprovincial connection given the enormous distances
and stark differences in the geographical distribution of GDP (Figure 1). Linking thriving and
(relatively) underdeveloped areas might significantly accelerate economic progress. Second, the
DRC's extensive river network significantly aids with the connection difficulty.
It connects places that are normally disconnected by roads and is widely utilized as a mode of
transportation. However, the cost of this potentially helpful kind of transportation is still higher
than it ought to be (World Bank 2014). Third, the growth and enhancement of infrastructure may
jeopardize the DRC's remarkable forest wealth. Given the woods' extremely high local and
worldwide significance, reducing the likelihood of their loss must be a primary goal. Last but not
least, any infrastructure improvements undertaken in the eastern part of the nation may be
limited or completely negated by the ongoing violence that exists there, which needs to be taken
into consideration.

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(Figure 1)

Why Infrastructure matters?

During the period from 2001 to 2005, per capita economic growth in DRC was on average 2.1
percent higher than during the period from 1991 to 1995. Despite this improvement, growth levels,
which oscillated between 4 and 8 percent in the early 2000s, still fell short of the sustained 7
percent per year needed to meet the Millennium Development Goals (MDGs). Improved
telecommunications
infrastructure has been the main driver of this change, contributing 1.1 percentage points to the
country’s per capita growth rate. Deficiencies in power infrastructure, on the other hand, held back
per capita
growth by 0.25 percentage point over this period. Simulations suggest that if Central Africa’s
infrastructure platform could be improved to the level of the African leader, Mauritius, per capita
growth rates could increase by as much as 5 percent per year. Almost half of this impact would
come from
improvements in the power sector alone (figures 2 and 3).

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Enterprise surveys in the Democratic Republic of the Congo (DRC) show that the lack of
affordable power is the most significant infrastructure constraint that firms face, accounting for
roughly 40% of the productivity disadvantage faced by Sub-Saharan firms. Poor governance,
bureaucratic red tape, and financing constraints account for the rest.

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The state of DRC Infrastructure

In the Democratic Republic of the Congo (DRC), the population and economic activity are
concentrated in three distinct centers that form a triangle: Kinshasa in the southwest,
Lubumbashi in the southeast, and Kisangani in the northeast (figure 3). The maps clearly show
that there is a marked absence of well-developed infrastructure linking these three cities,
particularly in terms of road and rail. Power and ICT infrastructure is somewhat developed
along the Kinshasa Lumbubashi axis, although GSM coverage has lately increased in the east. In
terms of transportation infrastructure, several DRC areas (particularly the southeast and
northeast) are better connected to infrastructure corridors in bordering countries than to those
in their own country.

A Snapshot of DRC Transportation System

A number of railway lines connect Kinshasa with Kasai and Katanga provinces, but their service
is frequently erratic and slow, making the shipment of perishable goods along them a
questionable and uncertain endeavor. The Congolese transport system is a multi-modal system
with the Congo River as its spine. Much of the DRC depends on a combination of roads and
rivers to transport people and goods throughout the country. In some parts of the country,
including much of Equator province, roads have deteriorated so much or never existed, making
river transport the only option.
In order to expedite the export of raw materials (primarily rubber, ivory, minerals, and timber)
from the interior of the DRC, a large portion of the current transportation system was constructed
during the colonial era, with little consideration for the socioeconomic integration of the
Congolese territory.
The Democratic Republic of the Congo features one of the world's greatest networks of
navigable rivers, stretching over 25,000 kilometers. Increasing the use of river and lake transport
can lead to economic growth and poverty reduction, as it is cost-effective and supports the
country's interior regions with significant agricultural potential. Additionally, it can supplement
or perhaps replace road infrastructure in other key Congo regions. Kisangani, the third biggest
city, and Mbandaka, the seat of Equateur province, are solely accessible to Kinshasa via river
travel.
Until 1971, river and lake transport was monopolized by public firms. However, private
operators currently dominate both formally and informally. Kinshasa is the country's main port,
handling over 2 million tons of cargo annually. In comparison, one single port transports more
than quadruple the amount of the national railway, Société Nationale des Chemins de Fer du
Congo (SNCC). River transport is crucial for the growth of agriculture, which is central to the
DRC government's economic development policy. It enables the opening up of vast rural
regions.
The road network is insufficient for long-distance transportation to the capital, despite its
importance for local travel. River systems are critical for long-distance transportation. Despite
weak port infrastructure, transportation may nevertheless travel across rivers for most of the
year. In many places where the more infrastructure-intensive transportation networks of roads or

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railroads have failed or never existed, the river has therefore become a last alternative. Lastly, a
method for calculating a portion of the financial gains from building roads is shown.

The Concept of Sustainable Transport Development

Sustainable transport development not only addresses environmental concerns but also focuses
on social equity and economic viability. It advocates for a shift from Car-centric urban planning
to more sustainable models that prioritize public transit, walking, and cycling. This shift can
significantly reduce urban congestion and pollution, improving overall quality of life.
Sustainable transport development integrates environmental, social, and economic dimensions.
Banister (2008) argues, “sustainable transport seeks to integrate environmental considerations
into transport planning” . This concept is echoed by Newman & Kenworthy (1999), who state,
“the future of urban transport lies in sustainable approaches that prioritize public transit and non-
motorized options” . In the African context, Mbewe et al. (2015) emphasize that sustainable
transport initiatives are crucial for urban mobility and reduced emissions.
Sustainable transport development is essential for balancing mobility needs with environmental
stewardship. According to Banister (2008), “sustainable transport seeks to integrate
environmental considerations into transport planning” . In the African context, authors like
Mbewe et al. (2015) emphasize that sustainable transport is crucial for economic growth while
addressing environmental challenges.

The transport network's present state

A geographical model that pinpoints trip expenses and obstacles is created. It mimics the flow of
people and exchanged items throughout the DRC. The model uses demographic statistics, land
topography, and the network of roads and rivers (including location and quality information) as
inputs. Based on these inputs, it makes a number of reasonable assumptions about how local
farmers, traders, and other economic actors would travel around the nation. The result is an
algorithm that calculates the transportation routes that a cost-minimization strategy would use to
deliver goods to and from any place in the Democratic Republic of the Congo. In the end, the
evaluation determines which present road network segments are both most important to the
network as a whole and most in need of repair.

This study begins by evaluating the important accomplishments and problems in each of the
DRC's major infrastructure sectors, with key results presented in table 1. The issue of how to
fund the DRC's unmet infrastructure requirements will also be
addressed.

Table 1 Transport network’s present state, Evaluation of accomplishments and challenges

Achievements Challenges

AIRPORTS increased internal Strengthen regulations to improve the abysmal

connection and air transport safety record.
refurbishment of aircraft

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fleet.

ICT High amount of GSM signal Increase mobile phone penetration. Create links
coverage at an affordable to underwater cables.
price

PORTS Matadi port serves the In the near run, increase service at Matadi Long-
Kinshasa region. term, secure access to deepwater ports

:POWER Strategic networks are Invest extensively on power generation. Improve

available to facilitate utility performance.
mineral and forestry
exports.

RAILWAYS Progress in raising external Improve infrastructure and service quality to

funding for network reclaim market share from road transportation.
reconstruction.

ROADS Rapidly increasing access to Provide for road network upkeep. Modernize the
unimproved latrines regulatory framework for trucks. Give sufficient
attention to river navigation.

Source: Authors elaboration based on study’s findings

Public Transport Situation in Brazzaville

Many means of transportation, each tailored to the unique needs of the urban population, define
Brazzaville's public transportation system. Cabs, buses, and minibuses are the primary modes.
There are two types of taxis: "100-100" drivers follow predetermined routes at reasonable rates,
and private drivers run on demand. Routes are also served at competitive rates by minibuses,
sometimes referred to as "hiace," and buses, also referred to as "coasters." In Brazzaville and
Pointe-Noire, where infrastructure is frequently insufficient, these forms of transportation are
vital for inhabitants' daily travel.

Public transportation in Brazzaville has a number of difficulties in spite of its diversity. Regular
traffic bottlenecks and early vehicle deterioration are caused by inadequate road infrastructure. It
takes longer to go there on roads because they are frequently narrow and badly maintained.
Furthermore, only a small portion of the fleet of vehicles is really in use due to inadequate
management and insufficient numbers. Limited financial resources for transport system growth
and upkeep exacerbate these issues. Ineffective management also plays a part.

Table 2 Private-Owned Means of Transport in Brazzaville, from 2007 to 2016

Means of Transport Taxi Collective Taxi Minibus Bus Total Tc

2007 2115 65 900 143 3223
2008 3120 75 975 160 4330
2009 4700 108 1215 183 6206
2010 5406 132 1350 196 7084
2011 6104 220 1802 220 8346

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2012 8824 389 2509 221 11943

2013 10824 489 3209 228 14750
2014 12000 590 4008 232 16830
2015 12307 678 4207 256 17448
2016 12356 689 4218 269 17532
Source: SRTU/Brazzaville.
Parc automobile data

From 2,115 in 2007 to 12,356 in 2016, there were a lot more taxis. This increase demonstrates
the expanding significance of taxi services as a revenue stream for a variety of owners, including
business owners and public personnel.Collective taxis also saw significant increase, growing to
689 by 2016, while the number of minibuses reached 4,218. This development indicates a move
toward more economical and flexible transportation options for users.
Although the number of buses remains low (269 in 2016), the establishment of the Urban Public
Transport Authority (STPU) in 2015, which includes 150 new vehicles, intends to improve the
organization and dependability of public transportation services.
The total number of private transportation means (Total Tc) increased from 3,223 in 2007 to
17,532 in 2016, indicating a significant growth in demand for urban transportation amid growing
urbanization.
the table depicts a dynamic rise in Brazzaville's private transportation sector, which is driven by
economic and social causes. However, the reliance on used automobiles, as well as a lack of
severe regulation, raise quality and safety concerns. Initiatives like the STPU are critical to
improving the efficiency of public transport systems.

An additional significant obstacle is the fierce rivalry amongst many operators, which results in a
lack of coordination and overall inefficiency. Every form of transportation caters to a distinct set
of customers; nonetheless, intense competition among them all leads to erratic behavior and
inconsistent service standards. The absence of stringent regulations and oversight exacerbates
this predicament by permitting operators to alter routes and tariffs at will, which causes
confusion and discontent among passengers.

Multiple steps are required to enhance Brazzaville's public transportation system. For traffic to
flow more easily and with less congestion, road infrastructure investment is essential. Enhancing
the administration and synchronization of transportation services, along with providing sufficient
cash to revive the Urban Public Transport Company (STPU), could enhance the system's
dependability. To ensure fair rates for all consumers and standardize services, more laws
governing transport operators should be implemented.

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CHAPTER II
TRANSPORT MODELS AND NETWORKS

Geospatial Model

This study’s analysis is predicated on the results of a geospatial model that was created to
replicate the movement of people and goods throughout the DRC. Because it enables analysis
across all regions of the nation, not simply the areas where the respondents are situated, a
geospatial model was selected above other analytic techniques like household surveys.
Considering that there is a dearth of household survey data for the DRC, it also enables a more
thorough examination.
There are two processes involved in building this model. Initially, a transportation network
dataset is assembled. This required gathering information on the network of roads and rivers, as
well as the locations of ports. Subsequently, assumptions are established regarding the flow of
people and goods inside this network.
Following a discussion of these two processes, a section outlining the risks associated with
applying this methodology follows.

Transportation Network

The ability to calculate the cost of transportation between any two locations inside the DRC is
the basis of the geospatial model. Under the presumption that agents would reduce transportation
costs, transportation routes may be readily estimated once that is established. Considering the
kind of transportation infrastructure that is in place as well as its state and quality is the first step
in achieving this.
Data for this study were collected from a variety of sources. Delorme, a GPS mapping software
business with extensive road networks in the Democratic Republic of the Congo, provided the
road position data. The African Infrastructure Country Diagnostic (AICD) provides information
on road quality, including width, pavement type, and condition. The FAO and DRC's Ministère
des Infrastructures, Travaux publics et Reconstruction (MITPR) provided data on navigable
rivers, while the UN's Joint Logistic Center provided information on port locations. After
constructing the transportation network, accurate estimates are established on the cost of moving
around it. The cost estimate for the road network was based on the Highway Development and
Management Model (HDM-4). Engineers commonly use a model that considers terrain, road
quality, and country-level factors (e.g., fuel price, fleet quality, used truck price, and wages) to
calculate the unit cost of traveling across a road network (Ali et al., forthcoming). Information on
the cost of traveling along the river and the cost of loading products onto boats was obtained
from World Bank (2014). Now that the costs of moving people and things in DRC are
understood, the Congolese's transport routes may be replicated. To conduct the research, DRC's
area was divided into over 27,000 cells (about 10 by 10 kilometers) with origin points at each
centroid. To estimate transport costs to the local market, all feasible routes from each cell
centroid are calculated and the most cost-effective route/market combination is chosen as the
most likely route/destination. This research defines a market as a city with at least 50,000 people.
This criterion was set to encompass both big and minor cities in the Democratic Republic of the
Congo and is consistent with African transport literature.

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Although this model aims to precisely represent the movement of people and things in DRC, it
has several limitations. The approach does not account for the cost of delays at ports, highways,
or waterways. Transport in the DRC, particularly along rivers, can take longer than expected due
to dilapidated infrastructure, river silting, and human factors like low capacity and skills at
shipyards, as well as port operators' lack of information on supply and demand.

Model Caveats

While it is believed that this model simulates how people and products move around DRC as
accurately as possible, some shortcomings must be acknowledged. First, the model does not
factor in the cost of delays at ports, or along the roads or rivers. Transport in the DRC, especially
along the river, can take significantly longer than one might expect because of dilapidated
infrastructure (such as roads that are washed away during the rainy season), river silting (which
can make segments of some rivers impassable, especially during the dry season), or other human
factors (such as low capacity and skills at shipyards, or port operators having little information
on supply and demand for transport, and thus not making optimal staffing decisions) (World
Bank 2014). The model probably understates the real cost of utilizing the river, which is
relatively inexpensive in terms of money but requires a substantial time investment, in the
absence of accurate estimates of the opportunity cost of time. However, time delays along the
roads are often far less than those caused by utilizing the river, even if cost estimates for using
the roads solely account for financial charges.

Lastly, even though the model incorporates the two most popular modes of transportation—roads
and rivers—there are other ways to move people and goods around the Democratic Republic of
the Congo. The DRC does have a number of train lines. However, these are infamously
unreliable and only cover a limited area of the nation, namely in the provinces of Kasai and
Katanga. In the DRC, flying is also a very frequent way to move between provinces. However,
the majority of Congolese population cannot afford this (World Bank 2013).

Road Networks

After independence, the majority of the road network was made up of dirt roads, the majority of
which were seasonal routes that were closed during the rainy season. Communication between
the various parts of the area was frequently disrupted by the rains. In 2020, there will be 23,234
km of roads, 1826 km of which will be paved.
There are now 3089 km 250 of paved national roads. It consists of many rural service roads
totaling 14,980 km in length, 15 national roads totaling 5604 km, and 33 departmental roads
totaling 2650 km.
Given the current state of the Congolese road network, the assessment of road infrastructure
construction from 1960 to 2020 is still pessimistic.

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The Congolese Ministry of Equipment and Road Maintenance claims that "if its level of service
was satisfactory, this network could have been considered relatively dense."
In addition to being extremely unstable, the majority of road infrastructures are also being
impacted more and more by geomorphological processes like floods, sedimentation, and water
erosion. In fact, this has a detrimental effect on rural areas' socioeconomic growth and affects
both the people who are the primary victims and the government. The primary factors
contributing to the deterioration of roads and country trails include traffic, the harshness of the
rains, the sensitivity of the geological formations, the extremely rough topography of these areas,
and human activity.

Railways: The Forgotten Giants

Roads are important, but railroads are also quite important. Although Congo has a number of
railway lines, many of them are outdated and in poor condition. Consider these railroads to be
the nation's economic lifeblood. To keep everything running properly, they must be in good
health. People and products may move more easily when distant locations are connected to cities
by a robust railway infrastructure. What if someone's life might be changed by a straightforward
train ride? The colonial past of both Congos greatly influenced their railway networks. In the
beginning, railways were built more for resource extraction than for regional economic growth.
This historical emphasis has led to disjointed networks that frequently lack efficient connections
with other modes of transportation.
During the colonial era, the DRC's rail system was developed, but it has since suffered from
decades of violence and poor administration. Due to inadequate maintenance and a lack of
funding, several lines are presently non-operational or underused.

The Republic of Congo has several projects in the pipeline to improve its railway infrastructure:
Road-rail bridge between Brazzaville and Kinshasa:** This project aims to connect the two
capitals, with an extension of the railway to Ilebo in the DRC. Currently, the link is made by ferry
and barge. The bridge, estimated to cost €2.5 billion, would be built under a 35-year public-
private partnership. It would be constructed in Maloukou, 45 km north of Brazzaville, due to
the navigability of the river and the proximity of the special economic zone. This project is a
priority for NEPAD and the African Union's Agenda 2063. The law authorizing its ratification was
adopted by Congo in January 2021.

Rehabilitation and Expansion of the CFCO:** The agreement with a Chinese state-owned
company to rehabilitate 510 km and build 1,800 km of new lines, if successfully implemented,
would significantly improve the capacity and efficiency of the railway network.

Strengthening the legal and regulatory framework and encouraging private sector involvement
in road construction, rehabilitation, and maintenance:** These initiatives are crucial for
ensuring the sustainability of the railway infrastructure and attracting investment.

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Table 3 Rail Traffic from 2009 to 2018

Category Units 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Passenger Traffic
Passenger 103 v 592 576 601 523 574 517 405 130 121 39
Passenger-km 10 Vk
6 207 198 265 266 335 322 274 50 19 6
Freight Traffic
Tonnage 106 tonnes 593 770 913 962 982 822 800 586 110 108
Tonnage-km 106 Tk 257 331 362 417 432 374 379 280 26 31

Table: Evolution of the volume of the main goods transported by rail from 2009 to 2018
Category 2009 2010 2011 2012 2013 2014 2015 2016 2027 2018
Wood 29527 45581 33520 25270 29746 32 101 28 420 30 987 4 330 4 607
Sugar 35611 36768 13510 9150 5772 23 531 24 132 13 084 1 250 ...
Flour 22220 29054 36040 44290 45898 51 597 40 930 23 218 ... ...
Vehicles 5179 4996 5950 5200 2163 3 150 4 375 986 111 ...
Beverages 9830 13895 14400 11520 9142 3 206 ... ... ... ...
Hydrocarbons 94621 120612 137480 142710 161005 164 202 152 777 133 959 92 102 86 963
Butane Gas 5342 7771 6570 8730 7940 5 711 5 648 2 685 ... ...
Cement 162882 223894 263930 284220 348815 268 577 276 163 189 954 ... 2 806
Basic Necessities 113226 137955 153120 173000 168267 121 184 189 954 104 944 ... 631
Miscellaneous
114885 150174 205400 217310 183670 131 838 135 298 85 850 12 224 13 247
Goods
110
Total 593323 770700 869920 921400 962418 805 097 799 872 586 090 108 254
017

Table 4: Evolution of the number of wagons suitable for operation at CFCO

from 2009 to 2013

Type 2008 2009 2010 2011 2012 2013

K Loué 2 3 3 ... 1 ...

Service Wagons 103 108 69 57 57 ...
Leased Flats 11 11 20 ... 16 ...
G.V and P.V Vans 25 25 28 26 32 ...

21-meter Container Carriers 24 27 44 33 36 ...

21-meter Cranes 151 182 243 169 150 ...

10 to 14-meter Cranes 79 115 218 151 166
dump truck 161 242 309 250 288 ...

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Special 2 10 12 57 6 ...

Covered Ordinary 176 177 334 331 336 ...

Passenger Equipment 25 28 51 22 64 ...

Flat Boards 6 8 27 15 12 ...

Wagons + Tankers of Individuals 83 82 151 89 91 ...

Covered Bananas and Livestock 2 4 11 9 9 ...

Covered with Sliding Walls ... ... ,,, 331 336 ...

Table 5-7: Evolution of the number of wagons suitable for operation at CFCO
from 2014 to 2018
Category 2014 2015 2016 2017 2018
Total General Passenger Cars 37 41 -- 49 36
Old Cars 11 14 -- 15 16
"Korean" cars 26 25 -- 23 9
South African Cars -- 2 -- 11 11
Total Commercial Wagons CFCO 805 774 -- 865 660
DP (Ordinary Vans) 21 21 -- 16 16
KPC (Covered with sliding walls) 140 140 -- 140 60
KK (Ordinaries) -- -- -- -- 1
KA (Covered to livestock) 3 3 -- 5 --
KB (Covered to bananas) -- -- -- -- 300
Tippers ex-comical (9 m) 315 315 -- 224 300
CFCO dump trucks (14-15 m 25 25 -- 50 50
21 m RD welded straight ranchers, 51 51 -- 49 49
21 m Sawing 7 7 -- 9 6
NGRA (10-14 m removable log trucks)-NGTR+
52 52 -- 30 20
(10-14 m log trucks with triangular stakes
NGRA (21m removable logging trucks)-NNGTR
86 86 -- 121 90
(21m logging trucks with triangular stakes)
NNPC (21m Container Ship) 62 63 -- 64 50
LP (Rented flats 15 m) 35 6 -- 44 20
NB (Flat edges) 4 1 -- 8 5
Specials (Low) 2 2 -- 5 3
K rented (transport) 2 2 -- - -
Total Towed Equipment of Service CFCO 63 64 30 30 24
Service wagons 51 50 2 17 12
Service tank - 1 -- 2 4
Service vehicles 12 13 11 11 8
Total Wagons of Individuals 127 101 153 153 95
Private wagons -- -- -- -- -

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saris 6 11 8 8 8
GPL SA (Gaz) 7 9 11 11 -
SCLOG 107 74 127 127 80
Minoco 7 7 7 7 7
Source: CFCO Pointe-Noire

KEY ROUTE INFORMATION

Pointe Noire - Brazzaville Mont Belo - Mbinda Bilinga-Dolisie
Track Gauge 1067 cm 1067 cm 1067 cm
Ruling Gradient
Total Track Distance 510 km 285 km 91
Type of Rail N/A N/A N/A
Type of Sleeper and 310 x (9-14 m x 2.4 m) & 113 310 x (9-14 m x 2.4 m) & 113 310 x (9-14 m x 2.4 m) & 113
Fastenings (21 m x 2.6 m) (21 m x 2.6 m) (21 m x 2.6 m)
Total Track Travel Time
Maintenance MARGINAL/BAD MARGINAL/BAD MARGINAL/BAD
Companies / Consortiums
CFCO CFCO CFCO
Operating on Line
Traffic Frequency WEEKLY WEEKLY WEEKLY
Security BAD BAD BAD
Main Stations MBILINGA DOLISIE MBIDA

Travel Time Matrix (DAYS)

Pointe
City Noire
Bilinga Mont Belo Mbida Dolisie Nkay Brazzavile

Pointe Noire 1/2 1/2 2 1/2 1/2 2

Bilinga 1/2 ... 1/2 1½ 1 1 1½
Mont Belo 1/2 1/2 ... 1½ 1 1½ 1½
Mbida 2 1½ 1/2 ... 1 2½ 2

Dolisie 1/4 1 1 1 ... 1/4 1

Nkay 1½ 1 1 2½ 1/4 ... 1

Brazzaville 2 1½ 1½ 1½ 1 1 ...

https://lca.logcluster.org/24-republic-congo-railway-assessment

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The bar chart illustrates the distribution of agents across different age groups. The data indicates
a significant concentration of personnel in the older age brackets, particularly in the 50-55 age
range, which has the highest number of agents at 906. Following this, the 46-50 age group also
shows a substantial presence with 720 agents. The numbers gradually decrease in the younger
age brackets, with 482 agents in the 41-45 group, 322 in the 36-40 group, and only 120 agents in
the 31-35 range. Notably, there are no agents in the 26-30 and 20-25 age groups.
This distribution suggests an aging workforce, which may have implications for succession
planning and the need for recruitment strategies to ensure a balanced age demographic in the
future. The data highlights the importance of investing in younger talent to maintain operational
effectiveness and continuity.

Current Challenges

 Infrastructure Status: The state of the railway infrastructure presents serious difficulties for
both nations. Due to track degradation23, a large portion of the DRC's SNCC network is in
poor condition, with speed limitations as low as 10–35 km/h. In a similar vein, track
maintenance problems at the COR impact
service dependability.
 Funding Restrictions: One of the most frequent problems is a lack of funds for upkeep and
improvements. For rehabilitation projects, both Congos mostly depend on outside funding,
sometimes in the form of alliances with international businesses.
 Road Transport Competition: Railway traffic has further decreased as a result of the growth
of automobile transportation. Rail freight volumes have decreased since trucking has
become a more appealing alternative for many enterprises due to improved road networks.

Future Prospect

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The Democratic Republic of the Congo (DRC) is prepared for considerable railway
infrastructure expansion, led by a variety of projects aimed at improving connectivity, supporting
economic growth, and increasing transport efficiency. The plans and projects listed below detail
the future growth of the DRC's rail network.

 Investment Initiatives: Rehabilitating old lines and building new routes are the goals of
recent agreements with international investors, especially those from China. For example,
initiatives are under progress to strengthen ties between ports and mining areas in both
nations.56.
 Public-Private Partnerships (PPPs): Allowing private operators to run railroads might
increase productivity and draw in much-needed capital. As part of its modernization
initiatives, SNCC is investigating this strategy

Kinshasa Urban Train Project

The Kinshasa Urban Train is a major plan that aims to create a 300-kilometer urban rail network
to accommodate Kinshasa's fast population expansion and transportation demands. This project,
created by Africa Finance Corporation (AFC) and Trans Connexion Congo, will be implemented
in four phases:
Phase 1: A 25-kilometer line from Kinshasa Centrale to N'djili International Airport, which
includes total track restoration.
Phase 2: Expansion along Kinshasa's principal arteries, reaching 75 kilometers.
Phase 3 will include a 90-kilometer outer circle around Kinshasa.
Phase 4: Connect N'djili Airport to Maluku for an additional 80 kilometers.
The first phase is predicted to cost at least $500 million, with services slated to debut in Q3 2026.

The Chemin de Fer Congo Ocean (CFCO) is the only structure operating in the field of rail
transport in Congo-Brazzaville. It has legal personality and financial and management autonomy.
It was built between 1921 and 1934 with the objective and vocation of connecting the maritime
coastline on the Atlantic Ocean to the navigable part of the Congo River. The construction was
carried out starting from the two ends, namely Pointe-Noire, on the one hand, and Brazzaville,
on the other hand. For the Brazzaville side, the materials constituting the railway were
transported from Matadi and Kinshasa. The junction point of the two construction operations is
located between Dolisie and Mont-Belo. The lack of rail connection to PAPN and the port of
Brazzaville is, however, a handicap, because it does not allow direct transshipment between
maritime and rail and causes a disruption in loads. CFCO’s lack of willingness to use the port of
Brazzaville as a freight train terminus did not allow for a volume effect capable of developing
this hub.
An attempt to concession CFCO was launched in the second half of the 1990s, but the process
was declared unsuccessful. A few years later, a study was carried out for the rehabilitation of the
CFCO track between Pointe-Noire and Brazzaville by the China Railways Construction
Corporation (CRCC), but, ultimately, a memorandum of understanding was concluded in 2017
with a another Chinese public company, China civil engineering (CCECC), for the same
rehabilitation project, to which was added the construction of nearly 1,800 km of new railway
lines to connect Pointe-Noire to Ouesso in the north, in addition of the 510 km to be rehabilitated
between Brazzaville and Pointe-Noire. At the same time, the Congolese mining group SAPRO

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has been seeking for several years the means to rehabilitate a portion of the railway line,
allowing heavy traffic, in order to evacuate its ore from the Mayoko mine, Mbinda (south-west)
on the Gabon border. The Chinese company Sangha Mining Development, which in March 2021
obtained three operating permits for the iron mines of Badondo, Avima and Nabemba, in the
Sangha in the far north of the country, also announced the construction of a railway line between
Sangha and Kouilou for the transport of ore to Pointe-Noire, an ore port at Indian Point
(Kouilou), as well as an electric transport line. The CFCO rehabilitation project was once again
on the discussion agenda during the Forum on Sino-African Cooperation, held in June 2019 in
the Chinese capital. For the moment, the crisis has the better of this project carried out by
Chinese companies (Ministry of Transport of the Republic of Congo, 2023).

Société Nationale des Chemins de Fer du Congo (SNCC) Initiatives

The SNCC is continuously attempting to modernize and extend its rail network. Key tactics
include:
SNCC is getting into open access agreements with commercial operators to attract investment
and increase service efficiency. This move intends to improve freight capacity and connect key
cities with critical mining locations.23 .

Infrastructure rehabilitation: The World Bank has allocated $631 million to an eight-year plan
aimed at upgrading lines, trains, and boats throughout the SNCC's operational region. This
involves considerable modifications to boost competitiveness when exporting commodities and
minerals.

CHAPTER III
EMERGING DEVELOPMENTS AND FINDINGS

Regional Connectivity Projects.

The DRC is participating in a number of regional initiatives aimed at improving rail
connectivity:
Lobito Corridor: An further 800 kilometers of rail are planned in the DRC as part of a bigger
project that involves the renovation of existing Angolan railroads. This corridor will provide
access to maritime routes and promote mineral exports.5. Proposed cross-border rail routes
between Zambia, Angola, and the DRC aim to increase commerce by connecting mining districts
to ports. These initiatives are financed by several international financial organizations and are
designed to encourage regional economic growth. ( Coface2023)

The port situation: A Double-edged sword

Congo has access to several key rivers and ports. These rivers have the potential to increase trade
and tourism. However, they also require updates. Port facilities sometimes lack the infrastructure
to accommodate contemporary ships, which may stymie economic progress. Imagine a thriving
port that connects Congo to the rest of the world—that's a goal worth pursuing!

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Recent changes in Congo's port situation, notably at the Port of Pointe-Noire and the newly
established Port of Banana, indicate major expenditures targeted at improving trade capacity and
addressing long-standing infrastructure difficulties.

Port of Pointe-Noire Developments:

Congo Terminal has revealed a significant investment of around 400 million euros to build a new
container terminal at the Port of Pointe-Noire called Môle Est. By 2027, the project intends to
greatly expand the port's capacity from one million to more than 2.3 million TEUs (twenty-foot
equivalent units) per year. The port's standing as a major maritime center in Central Africa will
be strengthened by the new terminal's 750 meters of quays and capacity for bigger ships1.

Economic Impact: Pointe-Noire will be positioned as a vital transit and transshipment center for
international shipping lines thanks to the Môle Est project, which is anticipated to generate over
900 employment and strengthen economic exchanges within the sub-region1.

Port of Banana Initiatives Deepwater Port Project:

Supported by DP World and British International Investment (BII), the Port of Banana is being
developed as the first deepwater port in the Democratic Republic of the Congo (DRC). It is
projected that this project will greatly improve the DRC's access to international markets,
generate around 85,000 employment, and lower trade costs by about 12%34.
Details of the infrastructure: To accommodate big cargo ships, the port will initially have a 600-
meter quay with an 18-meter draft. Construction is anticipated to be finished by 202534, with an
annual capacity of 450,000 TEUs being the project's goal.
In 2021, about 1 million TEUs were handled. As it is, the Pointe Noire port authority may
concurrently accept 15 boats in the public harbor, 3 130-meter vessels at the onshore base, and 3
tankers at the oil sites of Djeno, Nkossa, and Yombo for commercial transactions.
Accessible day and night, around-the-clock, Pointe Noire Port processed over 1 million TEU on
December 31, 2021. Its 84-hectare basin exits onto the bay by a 180-meter-wide harbor channel
that is pulled at 16 meters by a 1500-meter-long feeding channel. Piloting and towing are
required and guaranteed around-the-clock, and night marking is guaranteed. Any vessel with a
gross tonnage of 100 tons or more is required to have a pilot. For boats that are 160 meters or
over in length, two pilots are required. Additionally, every vessel with a gross tonnage of 2000
MT or more is required to tow. The provisioning of the vessels is guaranteed, and private
businesses are given permission to handle, stevedore, consign, and transport.

Table 8: Infrastructure of the Autonomous Port of Pointe-Noire from 2009 to 2013

Units 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Surface area of water bodies
ha 84 84 84 84 84 84 - - - -

Length of docks m 2861 2861 2861 3091 3091 3091 - - - -

Area of warehouses,
m² - - - -
hangars, and storage
Zone 1 m² 55754 55774 55764 36649 62434 68245 - - - -

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Zone 2 m² 57665 55665 57676 47205 79142 81257 - - - -

Area of open storage m² .... .... .... .... - - - -
Zone 1 m² 1010435 1010435 763253 763253 255108 255105 - - - -
Zone 2 ha 85 85 85 85 85 85 - - - -
Zone 3 m² ... ... ... ... - - - -
Fixed cranes ... ... 1144602 1223595 - - - -
Crane 1 1 - - - - - - - -
Ship repair workshops Workshop 1 1 - - 1 1 - - - -
Remarks Remark 4 4 4 4 4 4 - - - -

Table 9 General traffic at the Autonomous Port of Pointe-Noire from 2009 to 2018

Units 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Ships Ship 3121 3421 3509 3518 4110 4228 ... ... ... ...
Ship-days Day 17417 19306 32214 35393 38446 38446 ... ... ... ...
Gross tonnage 1000 Tx 14881 15571 16685 17683 21951 21951 ... ... ... ...

Table 10:Evolution of the volume of goods boarding and debarking at the Autonomous Port
of Pointe-Noire from 2009 to 2013 by main products.
2009 2010 2011 2012 2013

TOTAL DOARDING 15552119 16645526 17610188 15090980 13485028

Food products 74423 64178 39990 37759 36061

Fishing products 2168 1271 885 1253 1341
DRINK 627146 678460 550983 486615 426779
Construction materials 5811 5321 5351 6648 1908
siderurgical and metallurgical products 68766 37096 47029 30062 5761
Energetic products 399368 259277 216213 245246 341015
Raw animal and vegetal materials 50259 5671 100 507 2320
Fertilizers and chemicals 18790 3504 3548 5932 996

Materials and machines 34049 39604 22343 18229 28617

Manufacturing and various articles 1669374 1315087 1825980 2079334 2308929

Raw petiole 12446862 14204493 14897766 12179395 10272055
Ghost 155103 31564 ... ... 59246

TOTAL DEBARKING 4 205 966 3 334 418 4062466 4577887 3103483

Food products 389 422 408 729 481406 672086 704903

Fishing products 48 334 51 671 58099 60044 66975

DRINK 7 921 9 099 8649 30095 30840

Construction materials 756 919 788 853 889251 1125170 1383463
siderurgical and metallic products 118 776 111 758 79658 116628 239543
Energetic products 157 886 118 997 180851 137767 179176

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With steady rise in boarding volumes reaching a peak in 2011, the evolution of freight traffic at
the Autonomous Port of pointe-Noire between 2009 and 2012 demonstrates an upward general
trend, indicating a dynamic business environment and efficient port operations. However, there
was a notable decline in shipments in 2012, raising questions about potential operational or
economic difficulties. Simultaneously, the landing quantities were increasing, indicating a
persistent need for imports. The present analysis underscores the necessity of making strategic
investments in infrastructure and port services to sustain the region's competitiveness and
flexibility in the face of market volatility, as well as to solidify its indispensable role in the regional
economy.

Figure 4 Traffic of goods at the Autonomous Port of Pointe-Noire from 2010 to 2014

Table 11: Evolution of the volume of on -board goods and landed at the port Autonomous
Pointe-Noire 2014 to 2018
2014 2015 2016 2017 2018
TOTAL DOARDING 14 603 168 11 339 855 12 781 735 14 858 603 21 007 825
Food products 19 148 32 289 206 006 199 292 902 865
Fishing products 2 674 878 13 479 12 424 7 169
DRINK 751 779 424 925 479 293 567 020 614 341
Construction materials 1 395 2 163 23 221 32 391 109 537
Siderurgical products and Metallurgics 5761 7833 25654 41333 181266
Energetic products 341 015 423 164 324 911 405 181 744 176
Raw animal and vegetal materials 22 320 213 11 017 5 793 28 344

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Fertilizers and chemicals 875 3 149 39 655 35 629 143 141

Materials and machines 26 825 17 121 55612 48727 162938
Manufacturing and various articles 2 308 063 1 629 703 1 545 426 2 289 116 435 411
Raw petrol 11 086 268 8 808 227 9 565 745 11 206 821 15 667 655
Ghost 37 045 11 029 ... 16 374 10 982
TOTAL DEBARKING 5 130 027 4 4 570 829 3 759 612 4 086 629 5 169 557
Food products 515 186 506 351 830 772 1 250 128 1 631 899
Fishing products 52 371 58 390 71 278 70 346 71 985
DRINK 12 512 9 519 56 358 43 993 430 709
Construction materials 1 471 625 1 454 813 679 975 351 377 310 084
Manufacturing and various articles 2 460 760 1 898 182 1 570 005 1 761 051 1 880 687

River transport

The Oubangui River and its tributaries comprise most of the Congo's 2 187 km navigable rivers.
Only during the rainy seasons is navigation possible. The public corporation "the autonomous port
of Brazzaville and secondary ports" (PABPS) is in charge of managing the port of Brazzaville,
while the commercial company Terminaux Des Bassins Du Congo (TBC) is in charge of managing
the port of Brazzaville. Private firms employ smaller whales , pumps, and barges for passenger
and commercial traffic.

Forming a trans-equatorial axis of the international river network alongside the Oubangui River,
the Congo River is a crucial component of the Republic of Congo's inland transit network.
Including 2,076 km of domestic navigable waterway and 5,200 km of international navigable
waterway, the Congo River is the second biggest navigable river system in the world par discharge,
and it is navigable all the way to the border with the Central African Republic. Among the
navigable waterways in the domestic network are the Lefini, Likouala Mossaka, and Alima.
However, in the nation's multimodal transportation network, interior travel is still underdeveloped
in spite of this infrastructure.With 95% of the country's inland commerce handled by the
autonomous port of Brazzaville, it is the principal port, but due to port Siltation and competition
from unlicensed ports, it is experiencing financial difficulties. The river's low water depth limits
navigation to six or seven months of the year, especially during the dry season. Due to funding
constraints, the Economic Interest Group in charge of preserving the navigable rivers finds it
difficult to carry out its mandate. Moreover, despite a management concession awarded to the
private operator Terminals of the Congo Basin in 2014, substantial debt impedes modernization
efforts for port infrastructure. It is challenging to properly promote the Congolese corridor given
this environment and the growing level of competition.

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CHAPTER IV
DATA AND DISCUSSION

Findings

Latitude 4° 47' 0" S, longitude 11° 49' 0" E is the location.

Quay Length: The port's commercial zone and oil logistics zone have a combined quay length of
2,135 and 726 meters, respectively.
Draft: The port can accept bigger ships (up to 337 meters in length and with capacities between
16,000 and 18,000 TEUs) since it can handle vessels with a draft of up to 16 meters. 12. Traffic
Volume: More than a million TEUs were handled by the Port of Pointe-Noire in 2021. Congo
Terminal said that they surpassed this level once more in 2022, indicating that this number has
been steadily increasing.

Current Development
New Container Terminal Project: The Môle Est terminal, which Congo Terminal is investing
around 400 million euros in, is anticipated to open by 2027. The goal of this project is to raise
the port's yearly capacity from more than 1 million TEUs to more than 2.3 million TEUs. There
will be 750 meters of quays at the new port.
A maximum draft of 17 meters Cutting-edge handling tools, such as sixteen electric gantries
34.Operational Improvements: With a handling capacity of around 115.5 movements per hour,
the port now operates around the clock and has reduced the average turnaround time for big
boats from 23 days to 14 days.

Present-Day Activities
The port is now home to about 48 boats as of late October 2024, and another 16 are anticipated
to arrive in the following month.
Congo Terminal, which oversees the port, is a member of a public-private partnership with the
goal of increasing operational effectiveness and satisfying the expanding demands of commerce.
Nearly 900 Congolese employees work for the firm, which also participates in a number of
community projects.

Inland waterways

The DRC has a vast network of navigable rivers that might be used to provide cost-effective
transportation options. However, investment in dredging and maintenance is important to
improve navigability and provide dependable service.

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Waterways
Due to its large river systems, the Republic of Congo relies heavily on water transport. The
Congo River is a significant transit route, supporting trade and mobility between vital cities.
However, navigational obstacles continue owing to silt and poor upkeep.

1. Water Resources
With notable variances across sub-basins, the Congo Basin's estimated Total Drainable Water
Storage ranges from 476 km³ to 502 km³. For instance:
Sub-basin of Kasaï: 220–228 km³
Lualaba Underbasin: 109–169 km³
Only around 173 km³ are contributed by the northern sub-basins.

2.Difficulties with Navigation

In the past, until the 1980s, inland transportation was effective. Political unrest has since resulted
in declining infrastructure and safety issues.
These waterways are managed by the Régie des Voies Fluviales (RVF), however at the moment,
it is unable to adequately maintain infrastructure and navigational charts.

Enhancement Initiatives
The goal of the Fluvial and Lacustrine Navigability Support Project (PANAV) is to improve
infrastructure and safety for navigation. Using current hydrographic data to update navigation
charts is one example of this.
supplying RVF soldiers with resources and training

3. Dredging Projects
To make room for bigger ships, a group led by International Container Terminal Services Inc.
(ICTSI) intends to deepen the Congo River. With a 40-foot depth goal, this project will allow
direct access to ports like Matadi and Boma.

Visualization of Data
Distribution of Water Storage in the Congo Basin
Figure A: The Congo Basin's primary sub-basins' estimated total drained water storage.
Seasonal Differences
Water Level Variations by Season
Figure B: Time series illustrating how water levels vary seasonally in several sub-basins.

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FIGURE A

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FIGURE B

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Air transport
The aircraft fleet has been renewed, and the number of domestic air transport routes served has
skyrocketed since 2000. The air transportation system is crucial to passenger travel because of
the DRC's enormous area, its dispersed population centers, and the shortcomings of its land
transportation infrastructure. Between 2001 and 2007, the nation's total air transport capacity
remained constant at about 1 million seats. However, throughout the same time frame,
connectivity has significantly increased, with the number of city pairs served increasing from 13
in 2001 to 24 in 2007. There are presently scheduled, advertising services at eight airports and
fourteen carriers. The percentage of seat-kilometers flown in aircraft of recent vintage increased
from 40 percent in 2001 to 74 percent in 2007, indicating a significant renewal of the aircraft
fleet during this time. With a 42 percent market share, Hewa Bora is by far the biggest airline
operating in the nation.

Table 12.1 Air transport agreements, 2022

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Assessment and Future Prospects

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Data Visualization
Investment Potential Assessment
The following chart illustrates the investment potential across various sectors in the Republic of
Congo's transportation infrastructure:

Sector Investment Potential

Roads High

Railways Medium

Ports High

Inland Waterways Medium

Infrastructure Condition
A bar chart representing the condition of different transport modes:

Transport Mode Good Condition (%) Poor Condition (%)

Roads 54 46

Railways 30 70

Ports 60 40

Calculations

Road Network Analysis

To better understand the road network's condition:
Total Road Length: Ltotal=146,000 kmLtotal=146,000 km
Paved Road Length: Lpaved=2,250 kmLpaved=2,250 km
Percentage of Paved Roads:

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Ppaved=(LpavedLtotal)×100=(2,250146,000)×100≈1.54%Ppaved=(LtotalLpaved)×100=(146,0002,250
)×100≈1.54%
Port Capacity Projection
With the new terminal project at Pointe-Noire:
Current Capacity: Ccurrent=1,000,000 TEUsCcurrent=1,000,000 TEUs
Future Capacity: Cfuture=2,300,000 TEUsCfuture=2,300,000 TEUs
Increase in Capacity: ΔC=Cfuture−Ccurrent=2,300,000−1,000,000=1,300,000 TEUsΔC=Cfuture−Ccurrent
=2,300,000−1,000,000=1,300,000 TEUs

Costs of travel
In the first stage a geospatial model is developed which identifies costs and bottlenecks to travel.
It simulates how individuals and traded goods are moved around. The Congolese transport
system is intrinsically multi-modal with the River Congo as its spine. The left image (below)
shows the costs of transporting goods to the cheapest market from every location 6 within the
DRC (a market is defined as a city of at least 50,000 residents), using a multi-modal model with
access to both roads and rivers. 11. The image on the right (below) shows the difference in costs
between a uni-modal, model with only roads, and the multi-modal model with land and river
transport included. It thus shows the areas that are most likely to use, and benefit from, the river
for transport to reach the nearest market.

It is clear from the map that, aside from some isolated areas in the northwest part of the country,
rivers are used relatively infrequently for local transport. Specifically, 14% of DRC individuals
live in areas where it would be cost effective to use river transport for any portion of their trip to
the local market. Further, these individuals live in areas which only account for approximately

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7% of the country’s GDP, implying that investments in river transport will not have a significant
impact on local market transport, given the current economic geography of the country. The
implication is that the road network is likely much more cost effective for shorter distance local
transport. This is a well-established result and reflects the fact that river transport is typically
most economic for low-value and high-volume goods that need to be transported over longer
distances.

On the other hand when Kinshasa is the desired destination, approximately 80% of DRC’s
population would prefer to utilize river travel, at least in part (figure on right). These individuals
live in areas that accounts for nearly 60% of DRC’s GDP. The northern part of the DRC is
particularly dependent on river transport for reaching Kinshasa, which is not surprising when one
considers that much of this region has no direct road access to Kinshasa.

Economic Gains
This study employs cutting-edge econometric techniques to ascertain the economic impacts of
lowering local transport costs after estimating the costs of transportation from each site.One The
findings imply that lowering local transportation expenses would have major advantages,
particularly in the most expensive and highly inhabited areas. In particular, a 10% decrease in
local transportation expenses would, on average, result in a 0.46% rise in local GDP. According
to a related World Bank (2015) study, lowering transportation costs in the DRC may
significantly improve economic growth and poverty alleviation.

Ecological Consequences
The paper then looks at how highways have changed the forest canopy. According to the
calculations, road upgrades have a major impact on the degree and scope of forest removal in
clearly defined corridors. Although the predicted consequences of deforestation in upgraded road
corridors vary greatly depending on locational economics and previous road conditions,
increases in deforestation of 10–20% are common.
The image below shows two remarkable patterns. First, a narrow corridor (of around 1 to 1.5 km
radius) spanning the road experiences nearly total deforestation when roads are upgraded from
extremely bad to good condition. Second, the effect is nonlinear, and the intensity of
deforestation decreases quickly with increasing road separation.

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Transport costs effect on economic activity

In order to determine the effect of transport costs on economic activity, this report relies on
regression analysis. The analysis follows very closely the approach taken by Ali et al
(forthcoming) and Ali et al (2015). The entire DRC is divided up into gridcells of approximate
size 10km x 10km. Each gridcell is a unit of observation in the following model:

ln(yi)=β0+β1n(TMi)+ X’iy+Ɛi

In gridcell I, where Yi represents the local GDP, Xi is a vector of regional restrictions, and TMi s
the cost of transportation to the local market, as per Ghosh (2010). Len(population),
len(population)^2, en(cassava potential yield), len(distance to nearest mine), and a measure of
conflict close to the gridcell and the local market are some of these controls. In accordance with
Ali (2015), this research employs an instrumental variable method to account for the endogeneity
of both the market cost and the conflict variables (for more information on the instrumental
factors utilized and a discussion of the conflict measures, see Ali (2015)).

Table 12.2 below presents the findings. The calculated coefficients can be read as elasticities as
all variables are in log form. A 10% drop in transportation costs to the local market would result

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in a 0.46% gain in local GDP, according to the 2SLS model's results (column 2).
Furthermore, the regression indicates that there is a concave but increasing relationship between
local GDP and agricultural land suitability (measured by the land's potential cassava yield), that
there is a high conflict near the market and the cell that lowers local GDP, that GDP is higher
near mines, and that GDP tends to increase with population size.

Table 12.2 below presents the findings.

Dependent Variable: Local GDP (2010) (1) OLS (2) 2SLS

ln(Cost to market) -0.016*** -0.046***

(0.0047) (0.012)

Indicator: High Conflict Cell 0.020*** -0.250***

(0.0072) (0.079)

Indicator: High Conflict Market -0.023*** 0.175***

(0.0066) (0.02)

ln(Distance to nearest mine) -0.067*** -0.024***

(0.006) (0.0094)

ln(Population) 0.528*** 0.528***

(0.0031) (0.0032)

ln(Population)^2 0.036*** 0.036***

(0.00027) (0.00029)

ln(Cassava potential yield) 0.240*** 0.197***

(0.03) (0.04)

ln(Cassava potential yield)^2 -0.019*** -0.016***

(0.0026) (0.0028)

N 26,535 25,523

Several important factors are highlighted in the preceding study. The DRC's present road system
is not enough for long-distance travel. A multimodal strategy that makes use of both roads and
waterways is frequently required for travel to Kinshasa from most regions of the nation (or,
conversely, transit from Kinshasa to most sites inside the nation). The best approach for getting
to local markets usually exclusively uses roads; river transportation is seldom ever employed.
Above, two projects were suggested. In order to enhance long-distance transportation in the near
future, the first one concentrates on expanding port accessibility. Understanding that depending
just on the river for transportation is not a viable, long-term option, a different idea is put out that

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aims to use a fully integrated road network to link Kinshasa with major urban areas. Chapter 4
revisits this project and estimates the economic advantages of doing so based on the findings of
the regression analysis conducted in this chapter.

Government Initiatives and Investments

Recognizing these challenges, the Congolese government has started initiatives to improve
transport infrastructure. They've partnered with international organizations to bring in funds and
expertise. These efforts can make a real difference, but progress takes time. It's like planting
seeds; you must care for them before you can reap the harvest.

Community Involvement: The Power of Local Voices

Communities are stepping up to voice their transport needs. Local leaders are advocating for
better roads and railways, emphasizing that infrastructure isn’t just about construction—it's about
livelihoods. When communities engage in planning, solutions are often more effective and t

ailored to their unique challenges. After all, who knows better than the locals themselves?

The Future Looks Bright

Though challenges exist, the future of transport infrastructure in Congo is on a positive path.
With investment, community involvement, and a focus on maintenance, the country can build a
network that connects its people and resources. Picture a Congo where families can travel easily,
businesses thrive, and farmers bring their crops to market without hassle.

CHAPTER V
CONCLUSION

Summary and Conclusion

The Republic of Congo has a lot of potential for growth, but it also has a lot of obstacles with
regard to its transportation system. Ongoing initiatives and foreign investment, especially from
Chinese and European companies, have the potential to revolutionize logistics and boost regional
connectivity and economic growth. A sustained emphasis on public-private partnerships will be
necessary to achieve these infrastructure objectives. The transportation system of the Democratic
Republic of the Congo is one of the most inadequate and decrepit in the world. While enhancing
the transportation system alone won't spur economic growth and lift millions of Congolese out of
abject poverty, infrastructure expenditures are an essential part of any successful development
strategy. Therefore, the goal of this study is to provide a number of methods that may be applied
to assess routes to sustainable growth in the DRC through the development of transportation
infrastructure. This paper made an effort to assess the effects of improving the road network
holistically. analyzed the potential for deforestation that could result from infrastructure

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GSJ: Volume 12, Issue 11, November 2024
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investments, specifically estimating total losses and potential biodiversity impacts that this may
have on the local biome; recommended two potential transport investment opportunities; and
provided an econometric model to estimate the economic benefits from lowering local
transportation costs. They used the information from the earlier chapters to model the outcomes
of two distinct road investment projects: enhancing a national road network that links Kinshasa
with key cities and enhancing a much smaller road corridor close to Virunga National Park.
Economic gains from lower local transportation costs as well as costs from further forest
degradation were calculated.
In order to replicate the movement of people and traded products around the DRC, a geospatial
model was created. This model uses population data, land topography, and the road and river
network (including location and quality information) as inputs. It then makes a number of
simplistic but realistic assumptions about how local farmers, traders, and other economic agents
will travel across the nation in light of these inputs. The end result is a model that makes it
possible to calculate the prices of transportation to and from any place in the DRC as well as the
routes that a cost-cutter would use to deliver goods to consumers.

The research shows that rivers are utilized for local transportation very seldom, with the
exception of a few remote locations in the northwest of the nation. In particular, only 14% of
DRC citizens and 7% of the nation's GDP live in areas where using river transportation for any
part of their trip to the local market would be cost-effective. This suggests that, given the current
economic geography of the country, investments in river transportation will not significantly
affect local market transportation. Thus, it is clear that road networks are probably far more
crucial for local transportation than river systems. However, over longer distances and for
commodities that have a low value to bulk ratio or are particularly perishable, having access to
river transportation becomes more crucial. Furthermore, an estimated econometric model
illustrates how lowering local market transportation costs might affect GDP. Reducing
transportation costs by 10% can, on average, raise local GDP by 0.46% when a number of
significant aspects are taken into account, such as the local population, the quality of the
agricultural land, the closeness to mining areas, and the existence of conflict. Although it may
seem obvious that lowering transportation costs will boost the economy, impact evaluations can
be carried out more effectively if these advantages are quantified.

Lastly, a map that shows which regions of the nation would gain most from the proposed project
and which areas represent the biggest dangers in terms of deforestation is created by combining
the findings from the main metropolitan center road network project. These kinds of maps may
be used to assist plan the locations of future transportation investment projects and make sure
they minimize environmental problems while maximizing anticipated economic gains.
Highlighting the limitations of this approach is crucial for the conclusion. First, there would be
value in repeating the research with better data because the evaluation was carried out in a setting
with inadequate data. Secondly, no effort has been made to perform a comprehensive cost and
benefit analysis.
This partially reflects the challenges in identifying the costs and benefits of the environment,
particularly those associated with biodiversity. Third, the simulations are predicated on the idea
that all advantages occur instantly, but in practice, advantages would change as the economy
finds a new balance. Fourth, we are unable to determine which economic sectors are more
environmentally harmful or responsive to increases in transportation costs since we are dealing
with aggregate benefits. Once more, this reflects the lack of data at the desired spatial scale.

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Finally the focus here is on benefits that derive from reductions in transport costs to local
markets. It would be straightforward to extend the analysis to other markets or complement the
estimates with those derived from gravity models of inter-regional trade.

When it comes to enlisting outside assistance for the road network's restoration, the DRC has
made great strides. After years of violent war, the DRC's road system deteriorated, making it
extremely difficult to link the nation's population and economic hubs. Rebuilding the road
network has been a major priority in the years after the conclusion of the conflict, and the nation
has obtained significant financial pledges from China as well as from bilateral and multilateral
donors in order to achieve this goal. These funding cover highways throughout the country's
eastern side as well as several of the main road corridors that connect Kinshasa and Lubumbashi.
The country's small paved network (less than 3,000 km) has therefore reportedly improved
significantly and is now on pace with other LICs in the area, according to current road quality
measures. Only 42% of the network's 30,000 km of unpaved roads are in good or fair condition,
indicating that they are in severe deterioration.

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