NATIONAL INTELLIGENCE SURVEY 60A; ZAIRE; TRANSPORTATION AND TELECOMMUNICATIONS

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• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200110006-7
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CONTENTS
This General Survey supersedes the one dated Sep-
tember 1970, copies of which should be destroyed.
A. Summary 1
I. Systems 1
Closely integrated rail and water operations;
sparse highway network; two major ports
and one minor; government -owned Air Zaire;
telecommunications inadequate.
2. Strategic mobility 1
Systems unable to support large-,;ale r.ditary
operations; significance of civil air; vulnera-
bility of telecom rystem.
CONFIDFN'I L
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B. Railroads 2
Conwitrated in southern half of country; inte-
gration with waterways and highways; interna-
tional connections; yenmmel and training; facil-
ities and equipment; maintenance; traffic.
C. Highways 6
Limited highway network; construction and main-
tenance ,problems; future building program; car-
rim; vehicle inventory.
D. Inland waterways
Extent and importance of inland waterway sys-
tem; traffic; international connections: problems;
waterway ports; typo of craft; administration;
maintenance and future plans.
E Ports
Two major Matadi and Boma) and one minor
(Banana); facilities; problems.
Fig. 1
Railroad operations at Ilebo photo
Fig. 2
Line characteristics of the railroads
Fig.
(table)
Fig. 3
Bituminous road between Kinshasa
5
and Kenge (photo)
Fig. 4
Bailey bridge over Black River
Fig.
(photo)
Fig. 5
Ferry crossing (Photo 1 1 1 1
Fig. 8
Characteristics of lected highways
Port of Matadi photo)
(table)
ii
Page
F. Merchant marine 17
Charactivistics of the fleet; administration; cargo;
perwmnel and training.
G. Civil air
Importance of air transportation; government
controlled airline, Air Zaire; air charter and parcel
delivery, characteristics of aircraft; personnel and
training; maintenance; administration and inter-
national agmments.
17
10 H. Airfields 18
Characterittim ant! condition of facilities; tahrr-
letion of selected airfields.
I. Telecommunications 18
Inadequate service; extent of facilities; govern
14 ment administration; international high frequency
and satellite stations; special purpose nets; AM,
FM, and TV; limited assembly of radio receivers.
FIGURZS
3 Fig.
7
ONATRA facilities photo)
11
Fig.
8
Characteristics of principal inland
5
waterways table)
12
Fig.
9
Inland waterway ports table)
13
7 Fig.
10
Port of Matadi photo)
15
Fig.
11
Port of Boma photo)
15
Fig.
12
Major ports (table)
16
7 Fig.
13
Selected airfields table)
19
7 Fig.
14
Telecommunications pattern map)
20
Fig.
15
Terrain and transportation
8
map) follows
20
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Transportation and 2 Teiecommunicatians
A. Summary (C)
I. Systems
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1
The translx nation sYs0m of Zaire is bused on
closely integrated rail and waterway systems, with
highways serving as feeders ,Figure IS). Tlu, nail and
waterway networks are harely able to meet the
economic needs of the country, and the highway
network is inadequate. Nevertheless, the transfix rta
tion system compares favorably with those of
neighboring countries,
The railroads, which are concentrated primarily in
the southern half of the c(;untry, serve the inipx)rtant
mining and urban centers. Most of the route mileage is
government owned, and all railroad operations are
overnrnent controlled. The main railroad network is
integrated with the waterways, which consist basically
of the Congo River, its tributaries. and Luke
Tanganyika. Inland waterway transport is rnonopo-
lined by government -owned companies.
The highway network is sparse and is concentrated
around the more innixrtant urban areas. Ownership of
highway transport is shared by the government and
private interests.
There area two major ports Matadi and Bomu
and one minor, Banana. All are located on the lower
Congo and have access to the Atlantic Ocean, Most of
the petroleurn products enter at the Ango Ango section
of Matadi and move inland to Kinshasa via two
Pipelines. One of these is a 4 -inch line, 243 miles in
length, which roughly parallels the rail line. It has a
capacity of INX) hurrels a dad, is entirely above
ground, and has thumping stations at Matadi (Ango
Ango), Songololo, Lukala, and at Mile 133. The ot.er
pipeline is 6 inches in diameter and 218 miles in
length- Except for a sniall section in Kinshasa, this line
is above ground, generally paralleling the Matadi
Kinshasa highway. The capacity of the line is 14,0W
barrels it day; pumping statior,., are at Matadi (Ango
Ango) and Lukala. Zaire has a small oceangoing
merchant fleet of four ships �three dry cargo and one
passenger.
The transportation system is of internationul
importance chiefly because Zaire provides a part of the
only rail link across the continent north of South
Africa. Into rnationai connections are made by railroad
with Ange la and Zumbia and by highways and
waterways with other neighlx countries.
Scheduled domestic and international civil aviati(;n
operations are conducted by the government -owned
Air Zaire. The country has 320 usable airfields, 59 of
there with runways 4AX) feet or longer. Except in the
northern border area, where the system is sparse,
airfields are fairly well distributed. Ndjili, near
Kinshasa, and Lubumbashi are imlxrtanl in'enw-
tionul airfields and handle large jets.
The telecommunications (telecorn) system is
fragmentary and inadequate. Radiocommuniculion is
the principal network, and o -)en -wire lines are next in
importance. A few short multiconductor cables and a
rNdio -reluy link provide a larger number of channels
on a few trunk routes but are very limited. Kinshasa
and Lubumbashi have TV stations.
An extensive highway improvement program
financed by .,ryrrai international organizations is
underway, but no other significant development of the
trunsportution and telecom systems is taking place,
2. Strategic mobility
The transportation and telecommunications systems
of Zaire would he unable to support large -scale
military operations. The rail network consists of three
gauges and five unconnected systems, and all limes are
single track and have no alternate routes. The rail
system serves only it limited portion of the country and
must rel} heavily on integration with other modes of
transportation. Transshipment points are extremely
vulnerable to interdiction. Movement of military
forces and supplies would be hindered by the lack of a
through north -south line. and occasional traffic
interruptions caused by flooding, landslides, and
bridge washouts after heavy rainfall.
The highway netwo& is sparse and lacks good
through and alternative routes. Most roads are of poor
construction, designed for only light traffic. The roads
are concentrated around the more important urban
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:ueas and are normally used for short haul feeder
sem yes to the railroads and inland waterways.
Additionally, numerous bottlenecks and the adverse
affects of climate would restrict olx- rutions. 1)urinK
heavy rains, the how capacity roads become sliplx -ry or
inundated and are often impassable. The poor
voi.dition o{' many bridges and the existence of k -rry
crossings would also impede movement,
The Congo River and its tributaries provide a
considerable trunslxrt ation twtentiul in support of
military olcrations, especially for hulk products and
heavy equipment. The waterway system has no locks,
although it is inte rrupte d at several lxints by falls and
rapids that rvgtiire transshipping to other translxrta-
tion modes. Most of the inland .%aterway ports and all
the maritime lxrts are adaptable to military use. The
th ree dry cargo ships of the merchant fleet would have
a truderatc capability for short -haul (up to 48 hours
steaming) troop -lift and logistic supl,ort in near -seas
operations, The self loading and unloading capability
of these ships is enhanced by boons of 40 tons or more
lift, and at least two units have hatches more than 50
feet lung. The estimated total capacity of Zaire's cargo
ships is 30,560 cargo deadweight tuns. The passenger
ship could expand its normal 2(N)- passenger capacity
and provide longer haul support (more than Is hours
steaming).
Lairs has 19 airfields with paved rim capable of
supporting C -54 to GHI type aircraft. About ;00
other fields could support -.17 or utilit\Aype craft.
Air 'Zaire's fleet of aircraft and those of Congo Frigo
v.ould he initnediate1v available for military use, hilt
the availability of flight personnel from Air Lairs
would he uncertain because many are foreign
nationals.
The te' system is highly vulner-
able because of its dependviwv upon radioconitn(mica-
tion stations. Entire regions could be isolated by
jamming or by the destruction of a few stations. The
wire lines also extend through isolated areas and are
edually vulnerable to sabotage or other disruption.
B. Railroads (C)
Railroads total 3,218 route miles and are (he most
important means of transport in Zaire. The rail
network is concentrated mainly in the southern ha;i of
the country and consis,s of five unconnected systems,
which rely heavily on integration with other modes of
transportution. Rail lines arc single track, comprising
four different gages. The 2' n/ -gage Mayumbe
Railroad (CFM) extends north from the Congo River
at Boma to T',hela. The 3'6" -gage Matadi Kinshasa
2
Railroad ((:FMK) connects the sealxrt of Matadi to
tit(- river sysle in at Kinshasa, bypassing intervening
rapids. The :3'6" -gage Kinshas I)ilaln- Lulun fraslri
Railroad Ginipany (KDL) links the interior and
southern 'Zaire to the Kasai River, an inlwrtant
tribut.try of the Congo, The main KIM, line extends
from Ilehe (Figure 1) southeast to an international
connection with the Zambian s, stein near Sakauia,
Another iinlxrtant KI)L line extends westward from
Tenke to Dilolo, where an international connection
with the Benguela Railroad provides a direct rail link
to the Atlantic- Ocean ill Lobito, Angola. Another line
origina, 's al K ainina and connech with the :ungo
Great bakes Railroad (*,onipany WFL) at Kabongo.
The (:1, line runs northeastward from Kabongo to
Kabala, and Own on north to Port de Kindcn: another
extends east to Kalemie. Water transshipment at
Kalemie on Lake Tanganyika provides a connection
with tine rail net of Tanzania. CFL lines art- 31i" gage
except for :tit isolated neter -gage (3'3 ",e lite between
Kisangauni and Ubundi that provides transit around
the Lualaba Iliver rapids. The I'1I "M' -gage Local
Zaire 1la-lroad Company (VICIZAIBE) originates at
13unba on tlrc (:anger River, extends east to
Mungbere. ..od has a branch line to Bondu and
another to Titdtle. Mileages operated by the y�arious
companies are as follows:
COMPANY
GAGE
11i n.LrAG6
CFMK
3
227
KDL
3
1,595
CFI.
3
597
CFL
TWO
78
CFM
2 V
85
VICIZAIRE;
,'II%
636
Important intonational rail connections are made
with the railroads of Angola u( Dilolo and with the
Zambia Railway near Sakania: indirect connections
via water transshipments link the CIA, at Kalenii with
the railroads in 'Tanzania and the CFNIK at Kinshasa
with the (amigo -Ocean Railroad in Congo, The Zaire
aailroad network compaws favorably with those of
neighboring countries and is more efficient (haul the
Zambian network.
I'll(- railroads are regulated and controlled by the
Department of 'Transportation and Telveontmunic:-
tions. The Zaire Government wholly owns and
operates the National Transportation Office
(ON ATRA)� fort erly known as OT11ACO �which
has operational control of the CFM K and CFM, as
well as both CH, systems. The government has
controlling interest in two private companies, the
KIX and VICIZAIRE. The KIM, assumed operation
from the New Lower Congo K;tanga Railroad
Company in November 1070.
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The skill level achieved by Zairian railroad
personnel is high by African standards. Training
facilities are adequate both in civalih and quantity.
KDI, schools are located in I.ikasi Mid l,uhurnbashi;
ONATHA bar; schools in Mbunza- Ngung,] and
Kinshasa, and some students arc sent to an advanced
training center in Douala, Cameroon, VICI'LAIRF.
has training centers in Aketi and Isiro. Railroad eni-
plovees total 27,030, including 7 12 expatriates.
KDI, personnel consist of 16.092 Zairians and 5.1
expatriates; :F1� -1,465 'Zairians and 73 expatriates;
ONATRA, :3,939 'Zairians and tit expatriates; and
VICIZAIRE, 2,722 Zairians and 34 expatriates. The
number of unskilled laborers is adeduate. but there is a
shortage of technical and administrative personnel.
The CIA. plans to redtic�e the number of employees to
a level more in keeping with current traffic volume.
The VICI ZAIRE is having difficulty recruiting
experienced personnel because of its remoteness inn
Ilaut -Zaire Region,
Yards, terminals, and repair facilities are well
distribnted throughoat each system and suffice for
current traffic needs. No container terminals exist in
Zaire, A limited quantity of privately owned dry
freight containers, ranging in size front 65 to 282 cubic
feet, are transported by rail and cat be off loaded at
stations or private sidings, where cranes or forklift
trucks are available. Conversions front Stearn to diesel
repair and maintenance facilities are in progress at
Lubumbashi, Likasi, Ilebo, and Kamima on lit(- KDI..
and at Kabalo on lit(- CIA New depots are being
constructed at Kananga KDI,) and Kalentie (CIA.)
and ;i new transshipping facility is ender construction
at Rumba (VICI %AIRS).
Zaire has 332 railroad bridges 12 feet and over is
lengti,, mostly of steel -deck- girder construction; the
CH, 2,442 -foot combination rail- bighway bridge over
the I.rtalaba river, 7 1 2 stiles south of Kabalo is the
longest. "I'be two rail tunnels in Zaire are on the
(:FMK and total 7.10 feet in length; the� longest is 510
feet and is located -1.6 stiles southeast of Matadi.
'train control is b\ the absolute manual block
system using senmcphore signals, except for 55 miles of
centralized traffic control (CT(:) equipped with color
light signals between Kinshasa and Sona -Bata on lbc-
CFNIK. KDI, and CFI, lines use a key and token
dispatch system, but 65 miles of centralized traffic
contro are planned between Likasi and 'letnke ors the
KIX. "telephone orders are used on the CFM and
VICIZ.AIRE. "telephone facilities, ssipplcmentcd by
telegraph and radio connections, serve all stations. A
tcleh pc c�onintunications system is planne for the
entire KDI, network,
Stearn locomotives are being replaced by diesel,. on
,]lost systems. Cenerally, equipnu�nt is good, brit much
oft I it tract M stock on (:FI, lines is in poor condition.
3
a..iscn re� r V q q' i' iGWbrr 'xt42rta+ar,:,x6a;,A. 9. w.r.,ua.'w:.A' TtlR/IY' ,.r w. n.Tu. w+crr.wAl::wr.etth.cY.e:
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FIGURE 1. Railroad operation: at
Ilebo, a railroad inland waterway
transshipment point (U /OU)

Maintenance continues to be hampered by a scarcity
of spare. parts. The nust common types of KDL
locomotives in service are 2 -2 and 4 -8 -2 steam units,
B -B electrics having a continuous tractive effort of
36.740 pounds at I9.5 miles per hour, and B -B diesel
hydraulics having a continuous tractive effort of
42,800 pounds at 33% adhesion. Other common type~
are ONATRA 2,400 -horsepower C -C diesel electrics,
CFL 1,500-horsepower B -B diesel hydraulics, and
VICI7AIRE 5.50 horsepower B -B diesel hydraulic
units. Freight cars are generally 4 -axle gondolas or
boxcars having capacities ranging from 27.5 to 44.0
short tons.
Center coupler- buffers are standard on all stock.
Couplers are !oceted 34�4x" above top of rail on 3'Ii
and 3'3 -gage stock, and 12'ie' and 19' above
nail on 2'! and 1' I 1 hip' -gage stock respectively.
Vacuum or air brakes are installed on KDI, and CFL
equipment; ONATRA, CFM and CFMK equipment
uses vacuum brakes, and air brakes are used on
VICIZAIRE equipment. The 1971 equipment
inventories were as follows:
railroad crompames, except for KDI. and CFMK lines,
whey modern techniqurs and equipmett are utilised.
Heavy construction is generally contracted to private
industry. Gmstruction and maintenance equipment,
rails, steel ties, track hardware, and strustuab materials
for bridges and culverts are obtained from foreign
sources.
Renewal of equipment, especially the replacement
of steam with diesel locomotives, remains foremost in
development planning. Relaying and realignment of
track. improvement of the permanent way and
modernization of the signaling systems are planned for
the near future. The KIX has ccompleted electrifica-
tion from Luena to Kamina. The alignment of the
planned link between the KDL 4,nd CFMK lines
remains undetermined. A 115 -mile rail extension from
Aketi to Bumba has been completed on the
VICIZAIRE. Construction is in progress on terminal
facilities at Buli:ba. The Zaire. Government has
recently granted a contract o the Japanese to
construct an fit -mile extension from Matadi to
Banana.
Railroad equipment has been imported from the
United Kingdom, Belgium, France, the United States.
West Germany, and japan. Rolling stock is assembled
at Isiro on the VICIZAIRE line.
Wood, coal, diesel oil, fuel oil, and electricity are
used by locomotives operating in Zaire. Diesel oil is
imported fmm the Netherlands Antilles, Italy, and
Venezuela and is also supplied by the refinery at
Banana. Wood is available locally. Poor grade coal
from the Luena coalfields is utilized, but most cool is
imported from Rhodesia. Strained re:4iions between
Rhodesia and Zambia, however, result in periodic
reductions in coal supply to Zaire. Ample hydroelectric
pow, -,r is available to operate the 532 miles of
electrified KDL lines which use 50- cycle, single phase,
2.5,000 volt alternating ciuTent. Water supplies are
adequate for steam operations.
Lines are well maintained except for CFM and CFL
lines, which are in poor to fair condition. Maintenance
is performed manually as directed by the individual
4
Available traffic statistics for 1970 (in thousands)
are as follows:
KDL
CFMK
CFL
CFL
CFM
VICIZAIRE
CAGE
3
3
3
3'336"
2'
1
Locomotives:
CFMK
1,l89
310,200
1,552
79,680
KDL
Mainline:
1,361,680
�,908
400,137
CFL
345
101;700
Steam
76
0
3
0
0
10
Diesel
52
13
15
0
8
16
Electric
46
0
0
0
0
0
Switchers
51
43
I5
10
6
5
Railcars
3
a
0
0
0
Passenger cars
151
89
52
20
0
7
Freight can
4,976
2,940
487
83
370
342
Railroad equipment has been imported from the
United Kingdom, Belgium, France, the United States.
West Germany, and japan. Rolling stock is assembled
at Isiro on the VICIZAIRE line.
Wood, coal, diesel oil, fuel oil, and electricity are
used by locomotives operating in Zaire. Diesel oil is
imported fmm the Netherlands Antilles, Italy, and
Venezuela and is also supplied by the refinery at
Banana. Wood is available locally. Poor grade coal
from the Luena coalfields is utilized, but most cool is
imported from Rhodesia. Strained re:4iions between
Rhodesia and Zambia, however, result in periodic
reductions in coal supply to Zaire. Ample hydroelectric
pow, -,r is available to operate the 532 miles of
electrified KDL lines which use 50- cycle, single phase,
2.5,000 volt alternating ciuTent. Water supplies are
adequate for steam operations.
Lines are well maintained except for CFM and CFL
lines, which are in poor to fair condition. Maintenance
is performed manually as directed by the individual
4
Available traffic statistics for 1970 (in thousands)
are as follows:
Passenger and freight traffic has increased on most
lines since the end of civil strife. The trend on KDL
lines has been to increase long haul freight traffic and
reduce local traffic.. Exhaustion of forest resources has
ac�,ounted for a reduction in tonnage on the CF?V1-
Major exports are copper, tin, coffee, palm oil, and
forest products; major imports are machinery,
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SHORT
SHORT -TON-
PA SSENGER
TONb
MILES
PASSENGERS
MILES
CFM
81
4,800
0
0
CFMK
1,l89
310,200
1,552
79,680
KDL
5,588
1,361,680
�,908
400,137
CFL
345
101;700
537
60,605
(3'6
CFL
17
na
na
3,000
3'336")
VICIZAIRE
335
27,400
93
6,300
na Data not available.
Passenger and freight traffic has increased on most
lines since the end of civil strife. The trend on KDL
lines has been to increase long haul freight traffic and
reduce local traffic.. Exhaustion of forest resources has
ac�,ounted for a reduction in tonnage on the CF?V1-
Major exports are copper, tin, coffee, palm oil, and
forest products; major imports are machinery,
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FIGURE 2. Line characteristics of the railroads (C)
Abbreviations:
KDL.....
Kinshasa- Dilolo Lubumbashi Railroad.
Yiom
Mayumbe Railroad.
CFMK...........
Matadi- Kinshasa Railroad.
CFL
Great Lakes Railroad.
VICIZAIRE
PASSING TRACK
MAXIMUM
GRADE
MINIMUM
RADIUS OF
MAXIMUM
Maximum
Minimum
TERMINALS AND ROUTE MILES
GAGE
Going
Coming
CURVATURE
AXLELOAD
interval
length
REMARKS
Percent
Feet
Short tons
Miles
Feet
Boma- Tshela
2'
3.2
2.5
164
8.8
15
*700
CFM line.
85 miles
Matadi Kinshasa
3
1.7
1.0
820
19.8
8
984
CFMK line. International connection with Brarza-
227 miles
Ville at Kinshasa via Congo River transshipment.
Ilebo -Sakania
3
1.5
2.8
492
16.5
17
1,050
KDL line. Electrified: 358 route miles from Kamina
1,138 miles
MP 582 to Lubumbashi MP 940. International
connection with Zambia railroads 7 miles south
of Sakania.
Teske- Dilolo
36"
1.3
1.3
656
16.5
21
1,050
KDL line. Electrified: 157 route miles from Tenke
324 miles
to Mutshatsha; MP 157. International connection
with Angola railroads at Dilolo.
Kamina-Kabongo
3
1.3
1.3
1,640
16.5
33
1,050
KDL line. Connection with CFL at Kabongo.
126 miles
Kabongo- Kabalo
3
1.8
1.3
1,640
12.5
33
*1,050
CFL line.
152 miles
Kabalo-Kalemi
3P6"
2.0
1.0
492
12.5
27
*1,050
CFL line. International connection with Tanzania
170 miles
ra1roads at Kalemi via Lake Tanganyika trans
shipmcnt to Kigoma, Tanzania.
Kabalo-Port de Kindu............
3
1.0
2.0
328
12.5
27
*1,050
CFL line. Connects Port de Kindil with Ubundi via
275 miles
Lualaba river transshipment.
Kisangani- Ubundi
V3
1.0
1.0
328
12.5
19
*1,050
CFL line. Bypass for Lualaba river rapids.
78 miles
Bumba- Mungbere
I 1
1.5
1.5
656
8.5
32
689
V ICIZAIRE line. Branch lines with the same
540 miles
general characteristics extend from Komba to
Bondo (75 route miles), Lienart to Titule (19
route miles), and MP 186 south to Buts, (2 route
miles).
Estimated.
Abbreviations:
KDL.....
Kinshasa- Dilolo Lubumbashi Railroad.
CFM
Mayumbe Railroad.
CFMK...........
Matadi- Kinshasa Railroad.
CFL
Great Lakes Railroad.
VICIZAIRE
Local Zaire Railroad.
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transportation equipment, iron, steel, petroleum
products, and coal. Local traffic consists primarily of
ores and �-gricultural products.
The Portk,guese Government periodically has closed
the Benguela Railroad in Angola to Zairian traffic in
retaliation for attacks on lines of communication at
Angola by terrorists based in "Zaire. Major operational
problems include the scarcity of spare parts,
inadequate maintenance of equipment and perma-
nent way on CFM and CFI, lines, antiquated rolling
stock, and excessive freight car turn around -time at
major yards and terminals. Traffic interruptions are
caused by occasional flooding, landslides, and bridge
washouts after heavy rainfall. KDL international
traffic has suffered periodic interruptions after
terrorists have severed the line in Angola just west of
the border. Low river levels during the dry season
reduce by two- thirds the normal transshipment
capacity at Ilebo (April October) and Aketi
(November- March).
The KDL is the only systern operating at a profit,
but the financial conditions for most lines have
improved, with CFL, showing the greatest results.
Rails are T- section types weighing 59 and 81 pounds
per yard on the KDL, 49 and 59 pounds on the CFL.,
50 pounds or. the CFM, 67 and 80 on the CFivl K, and
36 to 66 pounds on the VICIZAIRE. Rails 23 and 33
feet in length are being welded into 115 -foot and
longer lengths. KDL lines use steel aril concrete ties
spaced 2,100 and 2,400 per mile; CFL lines use steel
and treated wooden ties spaced 2,100 to 2,400 per
mile; CFM uses steel ties spaced 2,250 per mile;
CFMK uses steel and concrete ties spaced 2,400 to
2,800 per mile; and the VICIZAIRE rises steel ties
spaced 2,400 per mile. Steel ties must be imported, but
concrete ties are manufactured locally. Crushed and
broken stone ballast utilized throughout the network is
available locally.
Figure 2 lists the major characteristics of Zaire's
single -track railroads.
C. Highways (C)
The highway system plays a subordinate role in the
overall economy, mainly providing short -haul feeder
services to railheads and river ports and to local
markets. The road system, inadequate for the
country's economic requirements, is sparse, unevenly
distributed, and lacking in alternative routes.
Highway density is greatest in the lower Congo River
area around the river ports of Boma, Matadi, and
Kinshasa; in the vicinity of Luluabourg, an important
rail, highway, and inland waterway junction; in the
6
southern mining region around Likasi and Lubum-
bashi; the eastert, lake region around Bukavu; and in
the northeastern agriculiural and gold mining; region.
Highway connections are established with the (ventral
African Republic, Congo, Angola Zambia, Burundi,
llwanda, Uganda, and Sudan.
The road network totals 86,930 miles, of which
1,097 miles are bituminous (mostly surface treatment
in Figure 3), 10,427 miles are laterite, gravel, or
crushed stone, and the remaining 75,408 miles are
improved or unimproved earth; there are also stretches
of concrete surfacing near Kinshasa. Surface widths
range from 10 to 20 feet, and the overall condition of
the roads is fair to poor. Shoulders, found on only a
few of the better roads, are 2 to 3 feet wide. Roads in
the hilly and mountainous regions in the eastern part
of the country are iarrow and winding and have steep
grades.
There are appro.imately 1,600 bridges in the
country. The majority are short -span single -lane
structures, limited to a maximum gross load capacity
of 3 tons. Some of the longer structures are
prefabricated steel bridges, usually of Bailey -type
construction (Figure: 4). These bridges have a narrow
roadway but are capable of supporting 20 -ton
vehicles. The newer bridges are of reinforced concrete
and have load capacities of about 35 tons. Vertical
clearances on most bridges are unlimited, but many
ore only one lane in width. About 6(X) permanent
structures and 130 Bailey bridges require extensive
maintenance and repair. Timber bridges are generally
in poor condition. "There are about 50 ferries (Figure 5)
and numerous fords but no tunnels. Most ferries are
cable operated and have low capacities. A few� larger,
more modern ferries are employed at important
crossings. Many ferries are in poor condition.
Planning, construction, rehabilitation, and
maintenance of the highway network are under the
Bureau of Roads of the Department of Public Works.
The World Bank and the United Nations Develop-
ment Program are financing technical studies and
providing technical help in road construction and
maintenance. Provincial and district authorities
probably maintain some local roads, but most
maintenance ,vork is performed on a contract basis.
The Bureau of Roads contracts with plantation
owners, private commercial firms, and other users that
have vehicles. equipment, and labor to provide
maintenance on rc .ids, exercising supervision to insure
that contracts are ;onored.
The rugged terrain and adverse climate present
numerous ;problems in road construction and
maintenance. Annual precipitation is considerable
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everywhere, and heavy local rains cause flooding and
damage roadbeds; flash flood., often wash out
temporary structures and sometimes under �e the
abutments of reinforced concrete and steel bridges.
Along the many tributaries of the Congo River, where
it is generally swampy, road construction requires the
addition of fill for a more su ble subbase foundation.
Roads in the dry southwestern part of the country
require constant scraping to remove excess sand. In the
jungle areas, heavy growth is difficult to clear for road
surveying and construction. Timber bridges require
continual maintenance or renewal, since they are
subject to destruction by fungi and brush fires. Most
materials for road construction are not readily
available; however, sand and gravel are available in
some localities, and cement is produced in sufficient
quantities to satisfy demands. Most bittnninons
materials are imported, although asphalt deposits near
Boma may supply all needs when this source is
developed. Steel for bridge construction must be
imported.
Only minimal maintenance activity was performed
on the network between the time of independence in
1960 until 1967 because of civil disturbances, lack of
funds and trained personnel, and the destruction of
equipment. Emergency repairs to roads and structures
and some limited construction were performed
between 1967 and 1969; activities were limited to
irrportant roads near the larger southern urban areas.
Other emergency repairs were undertaken in 1969 -70
to improve roads in throe southern provinces of Bas
Zaire, Kasai Occidental, and Kasai Oriental to
facilitate the distribution of agricultural products
raised in these areas for domestic consumption.
The International Development Association (IDA)
in conjunction with other international organizations
is financing a $46.4 million highway program in Zaire.
IDA has approved a $19 million credit. The U.S.
Agency for International Development (All)) is
providing $9.8 million, while the balance is expected
to come from the Canadian International Develop-
ment Agency, the United Nations Development
Program, and the French Aid aril Cooperation Fund.
The Government of Zaire will finance local costs, such
as those for supplies and local labor. Funds for this
highway program will be used to pity for technical
assistance and personnel for the Bureau of Roads,
improvement of 1,180 miles of roads, road
maintenance equipment, training of equipment
Operators and maintenance workers, technical aid for
the National Highway Laboratory, and for feasibility
studies on 370 miles of roads, with detailed
h
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FIGURE 3. Bituminous road between Kinshasa and
Kedge (C)
FIGURE 4. Bailey bridge over Black River near Kinshasa,
condition is typical of many bridges in country (C,
FIGURE 5. Ferry crossing over Kwango River near
Mayamba (C)

FIGURE 6. Characteristics of selected highways (C)
SURFACE.
SHOULDER
SURFACE
ORIGIN AND DESTINATION
DISTANCE
SURFACE TYPE
WIDTH
WIDTH
CONDITION
CAPACITY
REMARKS
Miles
Feel
Short tonslday
Matadi to Kinshasa........
241
Bituminous; bituminous
20
0 -6
Good.........
4,500; 1,950, wet subsoil...
Some sharp curves and steep
surface treatment.
grades; undulating to hilly
alignment; ferry connection
between Kinshasa and Brazza-
ville.
Kinshasa to Kenge.........
204
....do
20
0 -3
....do........
....do...
Flat to hilly alignment. Ferry
over Kwango river.
Kenge to Idiofa............
338
Improved eartn..........
16 -2C
0 -3
Poor to good...
600; negligibly with wet
Hilly alignment. Many steep
subsoil.
grades and sharp curves. Nu-
merous ferries.
Idiofa to Kamina via
715
....do
8 -20
0 -3
Poor to fair....
550; negligible with wet
Flat to undulating alignment;
Kananga.
subsoil.
winding road probably im-
passable during rainy season,
dust; in dry weather.
Kamina to Cuba...........
263
Laterite
16
0 -3
Fair to poor...
900; 100, wet subsoil......
Undulating to hilly alignment;
often impassable during rainy
seiSson. Steep grades and sharp
curves.
Guba to Lubumbashi via
119
Bituminous
10 -20
0 -5
Good.........
5,000; 4,500, wet subsoil.
Flat alignment.
Likasi.
Rte. jet. 10 miles NW of
300
improved earth; laterite...
13 -20
0 -3
Poor..........
550; negligible with wet
Undulating to hilly alignment;
Likasi to Manono.
subsoil.
some sections may be impass-
able during rainy season.
Manono to Uvira via Ka-
472
Gravel
16 -26
0 -3
Poor to fair....
650; 100, wet subsoil......
Undulating to mountainous
lemie.
alignment. Numerous timber
bridges; one ferry. Deteriorates
during rainy season.
Uvira to Bukavu...........
83
Bituminous
22
0 -3
Good.........
5,400; 4,850, wet sub oil...
Undulating to mountainous
alignment.
Bukavu td Sake............
112
Bituminous; gravel.......
16 -20
0 -3
Fair to good.
850; 150, wet subsoil......
Hilly to mountainous alignment.
Steep grades, sharp curves.
Timber bridges.
Sake to Goma
16
Bituminous..............
20
0 -3
Good.........
4,800; 4,350, wet subsoil...
Hilly to mountainous alignment.
Goma to Beni
243
Gravel..................
10 -25
0 -3
Poor to good...
500; 50, wet subsoil.......
Hilly to mountainous alignment;
grades up to 7 very slippery
when wet, some low capacity
bridges.
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Kisangani to Madula........
13
Bituminous surface treat-
20 0 -3 Good.........
5,050; 2,200, wet subsoil...
Undulating alignment.
ment.
Madula to Bafwasende......
159
Laterite; gravel; bitumi-
10-�20 0 -3 Poor to good...
650; 100, wet subsoil......
Flat to hilly alignment. Some
nous.
sections become inundated dur-
ing rainy season.
Bafwaeende to Mambasa....
170
Crushed stone............
18 -20 0 -3 Good.........
1,500; 500, wet subsoil....
Hilly alignment.
Mambasa to Uganda border
127
Gravel; some improved
14 -18 0-3 Fair to good,
700; 150, wet subsoil......
Hilly to mountainous alignment.
via Beni.
earth.
*Hight* figures based on optimum moisture condition of the subsoil.
Lower figures based on saturated condition of subsoil. Capacities are based on 3.5 -short -ton loads with
movements carried out over a sustained period (90 days or more)
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engineering for 250 miles. AID has also provided
$4280H) for studies of a possible bridge to cross the
Congo River at Matadi.
Highway traffic is impeded or interrupted by the
numerous poorly constructed roads; sharp curves and
steep grades in the mountainous areas; narrow, low
capacity and destroyed bridges; and numerous ferries.
During the rainy season (April through October, north
of the Equator; November through March, south of
the E(Iuator), many of the roads are impassable
becoose of the slippery conditions, and some roads
become flooded because of inadequate drainage.
Land :tides often block roads completely in the
nhounkainotts areas. In some regions roads are difficult
to traverse during the dry seasons because of drifting
sand, and visibility is reduced by dust on thr many
earth roads.
The highway system is an indispensable element in
the regional economic development of Zaire. Since
independence and the subsequent civil strife, highway
use has been limited ;)ecause of I the destruction of
vehicles, roads. and ;ridges; 2) the deterioration of
roads through lack of maintenance; and 3) the rising
cost of transportation, particularly in areas where risk
factors are high and where competition has
diminished. Although transportation companies
continue to operate integrated rail, inland waterway,
and highway services, operations are limited and
irregular. The principal carrier is VICIZAIRS, which
operates over 9,300 miles of routes in northeastern
Zaire. Freight consists of agricultural products,
cemen', arid industrial products. The second largest
high transportation firm is the Automotive Trans
port Service of Sankunh (MAS). "Phis company operates
over 6,800 miles of routes in the Kananga area. A third
firm, known as TRANSC O, operates mostly in the
Bukavu -Port de Kindu area. In addition there is one
smaller company, known as SOTRANSCONGO,
w hich plays an important though localized role in
the transportation of cotton in the Gemena area.
Other than these firms, highway transportation
is dependent on individual transporters, who for the
most part own and operate only one truck. Most
highway transportation operations in the country are
confined to the areas around Kinshasa, Matadi,
Boma, Kananga, Lubthmbashi, Bukavu, and
Kisangani.
In January 1972 there were about 120,900 motor
vehicles registered, including 90,900 passenger cars
and 30,000 trucks and buses. All vehicles are imported,
the principal suppliers being the United States, EC
countries and J apan. The local affiliate of British
Leyland Company is reportedly constructing an
10
assembly plant for Landrover, buses, and trucks.
F igure 6 lists characteristics of Zaire's most significant
highways.
D. Inland waterways (C)
Inland waterway transportation has a key role in the
economy, combining with connecting railroads to
;provide rood of the major arteries of domestic and
international traffic. The inland waterways provide
over miles of navigable routes, of whicl. 8,390
rnile are in the Congo River system and 930 miles are
routes un navigable lakes.
About 40',i of all surface traffic moves over the
inland waterways. The 1,31.1,180 tons of cargo moved
on the watertiays in 1970 constitute the greatest
amount of tonnage since 1960. The figure, however, is
still far short of th normal pre -1960 activity.
Upstream cargoes usually consist of machinery,
mantfvAured goods, and petroleum products which
account for about 26% of all traffic. Goods moving
down,tream include copper ore from Shaba Regio
palm oil and nuts, coffee, cotton, and timber.
Downstream tonnages usually exceed upstream
tonnages by as much as 50 Most of the tonnages are
domestic, except for goods moving between Kinshasa
and Bangui in the Central African Republic and
between Kalemie cot Lake Tanganyika and Kigoma in
Tanzania. The latter is mostly copper from Shaba
Region en route to east African ports. Some 95 iniNion
passenger -miles were logged on the waterways i�h 19
The distribution of inland waterways is excellent,
art(] most permit year round navigation. The Congo
River and its tributaries provide one of the hest natural
netwo.ks of navigable waterways in the world. The
Congo and the Lualuba flow through the country in a
colossal inverted U, looping northward, westward,
aril southwestward in its semicircular route to the sea.
Between the sea and Bukama �the upstream limit of
navigation waterway traffic is interrupted at several
points by falls and rapids which divide the route into
six separate navigable reaches. Rail lines bypass the
unnavigable stretches, making through transport
possible. From its mouth to Matadi the Congo is
maritime, but also accommodates limited inland
waterway traffic. The middle Congo and its chief
tributary, the Kasai (called the Kwa along its lower
extent), are the two most heavily trafficked routes in
the interior. The principal waterway routes emanating
from Kinshasa are via the Congo to Kisangani and via
the Kasai eastward to llcho; the Kasai has become the
most important and profitable route in the river
network. On the Lualaba. water and rail transporta-
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r
p
tion combine to provide through movement between
Kisangani and the irnportant centers of Likasi and
Lubumbashi in Shaba as well as with Kalernie on
Lake Tanganyika. The higher country of the northeast
and the south arc the only sections not accessible to
water transpcrtation.
Zairian waterways afford numerous inteniational
connections. The middle Congo and the Uhang
provide waterway routes to Cor., Qo and the :ventral
African Republic. Lake Albert, Lake Edward, Lac
Kivu, and Lake Tanganyika afford connections with
Uganda, Rwanda, Burundi, Tanzania. and "Zambia.
The maritime Congo is essentially a deepwater route
and can accommodate the largest waterway vessels;
the middle Congo is navigable by large vessels, but
they must have relatively shallow drafts and ample
power to cope with strong currents. Most of t!u�
tributaries of the Congo require shallow -draft ves rds;
and on the eastern lakes, where depths are no, a
problem, there are both ocean and river craft.
Because the Congo system is unencumbrrv:d by
locks and is used mainly in its natural state, craft
dimensions are not restricted 1), structures; only
channel depths limit the size of craft. Dumb barges,
which far outnumber self propelled units, are
normally towed in -line astern of a diesel-powered tug.
Push towing has been increasing in popularit and
15 -harge tows are now common. Night navigation is
increasing on the major waterways because of
mproved navigational aids, including a system of
lighted buoys and channel marker and the more
widespread use of radar.
Law water is the most critical factor affecting
inland waterway transportation. Seasonal clanges in
water levels can vary as much as 16 feet between the
wet and dry seasons. Silting is a mayor interruption
factor, particularly on the maritime Conga below
Matadi. Other hazards peculiar to this stretch are
I'll ll;' swift currents of up to ahout 1I miles per
hour and occasional turbulent whirlpw4s. Very littic
dredging; has been done on the waterways anti is
usualiv limited to the port areas. An increasing
problem has been the clogging; of channels by water
hyacinths and papyns. Lack of maintenance and
ruvigational aids. such as buoys and reflectors, is a
continuing problem on some waterwways. Violent
storms, tornados. and waterspouts are not uncorranon
during the rainy season on Lake Tanganyika and are a
serious threat to small craft. Changing water levels arc�
also hazards oil the lake.
The waterwav network has virtually no structures
restricting navigation. The single dam, immediately
above Ilebo on the Kwa /Kasai, is easily bypassed.
This darn blocks the left -hank channel in order to
provide greeter depth in the right -hank channel and
also at the wharves. Neither of the two bridges over the
waterways interferes %with the passage of vessels,
inchiding the one over the principal waterway, the
upper Lualaba.
There are some 70 ports and landings of varying
sizes and importance on the waterways. Thirteen are
major ports, the most significant being those where
rail -water transshipment occurs. Kinshasa (Figure 7) is
by far the hest equipped and most important, serving
as a storage area and clistril -i-ion center for goods
hound to Matadi for export and for incoming goods
destined for Kisangani, Ilebo, Mbandaka, and other
interior ports. Cargo handled through the port of
Kinshasa in 1970 totaled 660,255 tons. Most of the
important river ports are equipped with wharfage,
handling equipment, storage facilities, rail or road
clearance, and, in some instances, shipyards. Other
major inland waterway ports are Matadi and Boma,
both of which serve primarily as seaports on the
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FIGURE 7. ONATRA facilities at
the inland waterway port of
Kinshasa (U /OU)

FIGURE S. CAaracr dstia of Principal inland waterways (C)
CHANNEL
CHAR ACTERIK. ICs
Safe
NAME, TYPE, AND NAYIGARLE LENGTH Width draft
Maritime Congo:
Mouth on Atlantic to Matadi; partially dredged
stream; 82 miles.
Middle Congo:
Kinshasa to Kisangani; natural stream; 1,080
miles.
Lower Lualaba:
Ubundi to fort de Kindu; natural stream; 191
miles.
Upper Lualaba:
Kongola to Bukama; partially dredged stream;
404 miles.
Kwa /Kasai:
Junction of Congo to Ilebo; partially dredged
stream; 37e miles.
Kwango /Kwilu:
Bandundu to Kikwit; natural stream; 227 miles
Ubangi:
Junction with Congo to 2ongo; partially dredged
stream; 370 miles.
Feet
CAPACITY
Short tons /day
REMARKS
285 25 LW
Current at tivies reaches I I mph. Regular dredging required. Navigable by
3i+ HW
ocea igoing ressels and inland waterway craft. LW period June to Sept.,
HW Nov. through Jan. Route serves primarily at maritime approach to
Matadi.
4 LW
Fleet: 0 3,700.
Widths normally range between 1.2 and 6.8 miles, but Pool Malebo
6.4 HW
Porta:
(Stanley Pool) is 13.6 miles wide. Navigable by craft, up to 1,000 tons at
Kinshasa: 5,300
HW, Nov. to April. I.W period is July through Aug. Current at times
Kisangani: 2,250
reaches 8 mph.
2,625 4 LW
Fleet: 0 650
Navigable by 300 -tor, craft at LW, July and Aug., and by 1,000 -tun craft
6.4 HW
Ports:
at HW, Nc v. through April.
Ubundi: 700
Kindu: 900
66 2.5 LW
Fleet: 0 300
F,xtrenle drought can prevent navigation. Bridge 7.4 miles south of Kabalo
3.5 HW
Ports:
has least clearances of 111.5 ft. horizontal, 40 ft. vertical; LW occurs
Kongolo: 700
July to Aug., with IIW Nov, to April.
Bukama: 950
656 4 LW
Fleet: 00 7,500............
Known as the Kwa from the middle Congo to Mile 61.5 and Fimi river.
6.4 HW
Ports:
Navigable by 1,000 -ton craft yearround. LW occurs June through Sept.,
Kinshasa: 5,300
with HW being Oct. to May.
Ilebo: 2,250
na 3.2 LW
Fleet: 0 600
Port capacities include both wharf and over -the -bank operations. LW
5.0 1,W
Ports:
occurs June to Sept., with IIW being Oct. to May.
Bandundu: 1,500
Kikwit: 600
na 4 LW
Fleet:** Remarks........
Navigable by barges of 200 tons at LW, March through April, when fleet
6.5 HW
Ports:
capability is 250 ST /day. At HW, July through Dec., fleet capacity
Kinshasa: 5,300
becomes 3,600 ST /day. Principal inland terminus for this route is
Zonzo: 200
Bangui. Central African Republic.
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34origala:
Junction with Congo to Busing&; natural stream: na 3.2 I.W
Fleet: Remarks........ Fleet capability is 200 ST /day at LW, Feb. and March, and increases to
204 miles.
5.0 HW Ports: 3,700 ST /day at HW.
May to Sept.
Kinshasa: 5,300
Businga: 400
Itimbiri:
Junction with Congo to Aketi; natural stream; na 3.2 LLti Fleet: Remarks........ Junction with VICIZAIRE rail line. At HW period, Apr. to Sept., fleet
158 miles.
5.0 11W Ports: capacity totals 5,100 ST /day. Waterway often impassable during LW
Kinshasa: 5,300 periods, Feb. to March.
Aketi: 1,200
na Data not available.
Not pertinent.
*Capacity in short tons /day of vessels normally operating on waterway.
*Fleet capacities based on
route originating at Kinshasa.
FIGURE 9. Significant inland waterway ports (C)
NAME; LOCATION;
ESTIMATED MILITARY
PORT CAPACITY*
HERTHAGE
H \NDLING AND STORAGE FACILITIES
REMARKS
Kinshasa
*18'8., *18'E;
4,420 ft. of quayage (includes 328 -foot
Cranes: 57 cargo cranes, capacities 1.5 to 60 tons. Nu-
On middle Congo; hub of surface transportation in
4 15 5,300
atone revetment); alongside depths,
merous cranes in 3 shipyards. Stevedore gear: 30
Zaire; transshipment port for RR. movement to
ST day.
4 ft. (LW) to 6 ft. (HW). 3 piers in
forklifts, 20 tractors, 250 freight cars. Covered stor-
Matadi, waterway shipping to the interior.
SOCOPETROL oil terminal.
age: 722,250 sq. ft. Open: 218,800 sq. ft. POL:
ONATRA operates port and scheduled ship
594,000 bbls., of which 338 bbls. in Masina storage
ping on the middle Congo. 3 shipyards build
facilities. Refrigerated: 3 cold storage plants in viciu-
and repair barges, tugs, river steamers, and repair
ity of port; capacity of largest 1,370 cu. yd. Palm
dredges and buoy tenders; facilities are 5 marine
oil storage: 47,175 bbl. Grain: 2 granaries in port
railways, 1 combination building /marine railway,
Kisangani
*30
ONATRA port area (right bank): 1,150
area; capacity of largest 5,430 cu. yd.
Cranes: 6, capacities 1 to 6 tons: one 30 -ton electric
2 floating drydocks. Rail and road clearance.
At upstream limit of navigation on middle Congo;
0 25 12 2.250
ST day.
ft. of wharfage; minimum depth
derrick. Covered storage: 4 warehouses. total area
port facilities on both sides of river. ONATRA
alongside, 6.5 ft.
203,000 sq. ft. POL: 38,000 bbl.
operates scheduled shipping on this section. Port
has road clearance.
CFL port area (left bank): 738 ft. of
Cranes: 4 electric portal jib cranes, capacities 3 to 5
CFL operates rail line between Kisangani and
wharfage; minimum alongside depth
tons; one 30 -ton electric derrick; two 5 -ton auto-
Ubundi. Port has road and rail clearance.
6.5 ft.
u.otive cranes. Covered storage: 2 warehouses; total
floor area about 69,800 sq. ft.
Ilebo
*19 *35
1,870 ft. of wharfage fcr general -cargo
Cranes: 7 wharf cranes, capacities 2.5 to 6 tons. Special
On Kasai; terminus of large barge traffic, and rail
4 20 2,250
transfer; alongside oepths, 6.5 ft.
equipment: POL pipeline, 30 forklift trucks. Covered
head for strategic KDL RR. to Shaba region.
ST day.
(LW) to 19.6 ft. (HW). 246 ft, of
storage: 2 warehouses; total floor area 4,280 sq. ft.
Port and port area operated by KDL. Road and
wharfage for POL transfer.
One quonset -type shod; floor area na. Refrigerated:
rail clearance.
limited. POL: 68,000 bbl.
na Data not available.
*For definition of port capacity see footnote on Figure 12
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maritime Congo River; Kisangani, Bumba, and
Mbandaka on the middle Congo; Ilebo and
Bandundu on the Kasai; Ubundi, Port de Kindu,
Kabalo, Kongolo, and Bukama on the Lualaba; Aketi
on the Itimbiri; Kikwit on th:r Kwilu; Businga and
Akula on the Mongala; and Kalemie, the only port of
significance on Lake Tanganyika. Cargoes litAndled at
these ports are predominantly bulk in nature, such as
palm oil, ores, petroleum products, palm fruit, and
cotton.
The varied character of the waterway system has
required numerous types of craft- 1) self propelled
craft such as steamers, rapid passenger /cargo
transports, and self propelled barges; 2) dumb craft.
including cargo and tanker barges ranging from 40- to
1,200 -ton capacities; and 3) tugs and the more
modem towboat. The bulk of the fleet is owned and
operated by ONATRA under the general supervision
of the Department of Transportation and Telecommu-
nications. The 1970 ONATRA fleet consisted of 180
self propelled tugs and launches (55,000 lip) and 838
barges and lighters, with a total cargo capacity of
307,000 tons. In January 1970 the CFL fleet had 10
tugs and 33 barges with a combined capacity of 3.750
tons. The condition of the fleets of ONATRA an
CFL is generally poor, with about one -third of
ONA i RA's motive power and total barge capacity in
repair. Efforts are being made by ONATRA, however.
to upgrade the quality and efficiency of its fleet.
In the past, responsibility for river transportation
was shared by ONATRA and the Navigable
Waterways and Marine Transportation Service (SVN
Two new semiautonomous administrations have been
created to replace the SVN:the Marine Waterways
Administration (RVM), responsible for waterways
comprising the Congo River estuary, and the River
Waterways Administration (RVF), responsible for
inland waterways and lakes. Of the two principal
carriers operating on the waterways, ONATRA and
CFL, ONATRA is by far the most important,
handling 95% of all waterway commerce. In addition
to operating its rail network, the company operates
c. 'ensive waterway facilities along the Congo from its
mouth to Kisangani, on the Kasai and numerous other
tributaries, and on Lac Kivu. The CFL waterway
network is concentrated in the eastern part of the
country on the Lualaba and on Lake Tanganyika. A
privately owned company, Express, also operates on
the Congo out of Kinshasa. Chronic shortage of funds
and a scarcity of competent personnel are major
operating problems encountered by the waterway
services, and river transportation is in critical
condition. It is unable to handle the current traffic
14
offered, and it is unduly slow, of poor quality, and
subject to frequent delays. Maintenance of the
waterways has been seriously neglected since 1%.0,
but the national government is well away: of the
importance of water transportation to the economy of
the country. A $13 million modernization of the river
transportation system is currently underway. The
project includes provisions for rehabilitation of
navigational aids and dredging facilities in the Congo
River estuary; improvement of navigation on the Kin
shasa-Ilebo waterwav; rehabilitation of OTRACO's
fleet; provision of experts for ONATRA, RVM, and
RVF; and a study of the most effective rail and river
link between Shaba Region and the sea. The im-
proved navigabilih of the main inland waterways
and rehabilitation of OTRACO's river fleet will result
in a faster ship turnaround and thereby help Zaire
meet the increased river traffic expected over the next
3 years. Figure 8 lists characteristics of the principal
inland waterways, and Figure: 9 gives details of the
most significant waterway ports.
E. Ports (C)
The maritime port system consists of two major and
one minor ports located on a 80 -mile stretch of the
lower Congo River. Matadi (Figure 10), the leading
port, is located at the interior end of the navigable
river channel and handles about two thirds of the
country's maritime requirements. The port of Boma
(Figure 11 on the north rank of the Congo 45 miles
from its mouth, has two medium -size shipyards that
build and repair barges and river boats. The ports
largest ship repair facilities are two steel floating
drydocks with 1,800 tons lifting capacity each. The
minor port of Banana: 'lies on a narrow spit of land near
the mouth of the Congo River estuary. This small
lighterage port has no commercial significance but
serves as the pilot and quarantine station for Congo
River maritime traffic. The marine terminal of the
Congolese- Italian Refining Company (SOCIR)
refinery is located on Crique de Banana about 1'b-
miles from the port of Banana. Petroleum products are
transferred by barge to tankers anchored in the Congo
River estuary.
Berthing, stevedoring, and warehousing operations
are carried out by ONATRA on behalf of the Marine
Service, an office of the Department of Transportation
and Telecommunications. The ports of Matadi and
Boma adequately rneet normal ;hipping requirements
of the country, but facilities at Banana can support
only a smal' lighterage operation.
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1:5
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FIGURE 10. Port of Matadi (C)
FIGURE 11. Storage buildings and
open storage area at Boma (C)
r Mob
a L
1:5
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FIGURE 10. Port of Matadi (C)
FIGURE 11. Storage buildings and
open storage area at Boma (C)

FlUURE 12 MaW ports (C)
MAKE; LOCATION; HILITARi
PORT CAPACITY
ACTIVITIES
HARBOR
bERTHs
Matadi (incl- Ango Ango)
Largest port; has modern quays with storage
handling facilities; road and
Improved natural river harbor consisting of
two Wt -mile stretches oI river at Ango Ango
Alongside --For 11 standard ocean -type
cargo vessels, 3 coaster -type cargo vessels,
5 49 1 S., 13 on S. (left)
bank of Congo Aiver, S0 miles
and mechanical
rail clearance northeast to Kinshasa; handles
and Matadi; good natural protection; control-
4 lighters, and 1 small ocean -type tanker.
upstream from the Atlantic
1,167,274 tons of cargo annually, including
ling depth in river channel 25 ft. at extreme
Depths alongside 30 to IS ft.
Ocean,
receipts of foodstuffs, refined petroleum prod-
low water; controlling width of channel 285
Fixed mooring �None.
8,300
uct.s, building materials, and other general
ft.; vessels for Matadi limited to 575 ft. in
Anchorage �For 25 standard ocean -type
cargoes; and shipments of copper ore, lumber,
length and require speed of more than 10 knots
cargo vessels in nonswinging berths.
and palm oil; petroleum and explosives are
in order to negotiate Mbengo- Mbengo, a 90*
handled at Ango Ango, 2 miles downstream.
bend with currents uetween 7 and 10 knots.
go,aa
Second largest maritime port; has ship repair
Improved natural river harbor along 3 -mile
Alongside �For 3 standard ocean -typr cargo
5 51 13 03 on N.
and cargo handling facilities; connected with
stretch of river with least width of 1 mile
vessels, 12 lighters, and 1 standard coaster
(right) bank of Congo River,
Matadi by surfaced road and ferry; handles
and central depths of 60 ft.; good natural
type tanker.
45 miles upstream from
110,000 tons annua :iy, 90% as shipments of
protection; controlling depth of river channel
Fixed mooring �None.
Atlantic Ocean.
bananas, logs, sawn timber, and palm oil, and
25 ft. at extreme low water; least channel
Anchorage �For 3 standard ocean -type cargo
2,060
10% as receipts of general cargo; has two float-
width 285 ft.
vessels in the river opposite the town.
ing drydocks with lifting capacities of 1,800
tans each; capable of most floating repairs to
ocean -type vessels.
*The estimated military port capacity is the maximum amount of general cargo.- -expressed in long tone �that can be unloaded
onto the wharves and cleared from the wharf
aprons during a period of one 24 -hour day (20 effective cargo working hours). The estimate is based on the static cargo transfer facilities of the pert existing at the time the estimate
is prepared and is designed for comparison rather than for operational purposes; it
cannot be projected beyond a single day by straight
multiplication.
L
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Because of silting, constant dredging is required to
maintain depths in the Congo River channel. Chronic
maintenance problems with dredging equipment
present diffic�4ties for maritime navigation.
Figure 12 gives detiaiis of the major ports.
F. Merchant marine (C)
G. Civil air (C)
1
3
f
P.ir transportation plays a significant role in linking
Zaire with its neighbors, many major cities of Western
Europe, wid with the United States. Also, because of
the limited surface transportation facilities, domestic
air transportation is particularly important.
A sire, the national flag carrier, was established
as A, Congo in June 1961. The government
controi d airline provides scheduled domestic and
interne ivaal services and is utilized for troop and
supply :movements when necessary. Technical and
managerial assistance is furnished by Pan American
World Airways under a long -term contract. Air Zaire
operates a route network of approximately 56,000
miles to 29 domestic points and to 20 countries in
Europe and Africa. The carrier is a member of the
International Air Transport Association (IATA) and
the Association of African Airlines (AAFRA), a
regional organization whose activities complement
those of IATA.
The Zairian Air Transportation Agency (AMAZ),
formerl. COGEAIR, is Zaire's largest air charter and
air taxi organization. Under a nesv charter issued in
1971, the privately owned carrier obtained the
exclusive franchise for air parcel delivery service
throughout Zaire. Based at Ndolo, a small airfield in
the Kinshasa urban area, AMAZ operates scheduled
feeder flights to 19 other domestic points, 15 of which
have no other scheduled air service. The company also
performs crop dusting and spraying, air surveying, and
maintenance and repair services.
There is little general flying or other aviation
activity in the country despite the great distances and
the limited surface transportation. A number of
business concerns and religious missions own and
operate light aircraft. To stimulate interest in civil
aviation, the formation and development of aeroclubs
have been encouraged.
Approximately 200 civil aircraft are registered in
Zaire. Of these, 26 have a gross weight of ov(�r 20,000
pounds. Air Zaire owns 21 major transport aircraft:
two Acropatiale SE210 Series l l R C:aravelles, two
Douglas DC- 8-30's, two Douglas DC- 8- 63F "s, seven
DC -4's, and eight Fokker F- 27- 600's. Congo Frigo, a
commercial food distributing company, owns two
Curtiss C -46's and one Douglas DC -4; TRAMACO
Service has one Hawker- Siddeley FIS -748; any the
government's Geographic Institute owns one C -47.
The light aircraft are owned by Air 'Zaire, AMAZ,
missionary groups, aeroclubs, and private companies
and individuals.
More than 4,000 persons are engaged in civil
aviation activities in the country. Of a total of 3,700
employees, Air Zaire has 90 pilots, 30 other flight
personnel, and 950 maintenance personnel. AMAZ
has 180 employees including 16 pilots and an
esumaied 50 maintenance personnel. Most flight crew
and skilled technical personnel are recruited from
Europe. Africanization of Air Zaire's staff is
continuing; however, progress is slow. The Zaire
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Zaire's merchant fleet consists of one passenger and
r`
three dry -cargo ships totaling 35,901 gross register tons
(g.r.t.), or 45,881 deadweight tons (d.w.t.). .vo dry
cargo units, totaling 24,865 d.w,t., are 10 and 13 years
r'
old; the remaining 11,516- d.w.t. dry -cargo ship is a
year old; and the 9,500- d.w.t. passenger ship is 24
years old. The dry -cargo units have operating speeds
of 13 through 18 knots and the passenger ship has a
Y'
speed of 16 knots. All ships are diesel powered.
All merchant ships are beneficially owned by the
Belgian Maritime Company (Hoed Royal), S.A.,
Anhverp (which takes the profit or loss from
j operations) and are operated by the Zaire Maritime
Company (CMZ), in which the government holds the
l majority of capital shares.
The fleet is employed primarily in the carriage of
trade between Zairian ports and ports of the west coast
of Africa, Western Europe and the Far East (Japan).
CMZ has recently become a member of the
Japan /West Africa (from Angola to Cameroon)
Shipping Conference and is utilizing two dry-cargo
ships for the transport of steel, automobiles, and other
i
cargo from Japanese ports.
i
CMZ has presently on order a new 15,800- d.w.t.
dry -cargo ship being built in a Belgian shipyard and
scheduled for delivery in early 1973; this unit is to
replace the fleet's oldest ship.
The Department of Transportation and Telecom-
2
munications is responsible for the administration of
j
merchant marine laws and regulations, Zaire is a
member of the Inter Governmental Maritime
Consultative Organization (IMCO) and a party to the
following IMCO Conventions: Safety of Life at Sea,
1960, and Load Lines, 1966.
Zairian seafaring officers and men are being trained
in Belgian merchant marine schools and at sea to
eventually fill all positions aboard Zairian merchant
shi ps.
G. Civil air (C)
1
3
f
P.ir transportation plays a significant role in linking
Zaire with its neighbors, many major cities of Western
Europe, wid with the United States. Also, because of
the limited surface transportation facilities, domestic
air transportation is particularly important.
A sire, the national flag carrier, was established
as A, Congo in June 1961. The government
controi d airline provides scheduled domestic and
interne ivaal services and is utilized for troop and
supply :movements when necessary. Technical and
managerial assistance is furnished by Pan American
World Airways under a long -term contract. Air Zaire
operates a route network of approximately 56,000
miles to 29 domestic points and to 20 countries in
Europe and Africa. The carrier is a member of the
International Air Transport Association (IATA) and
the Association of African Airlines (AAFRA), a
regional organization whose activities complement
those of IATA.
The Zairian Air Transportation Agency (AMAZ),
formerl. COGEAIR, is Zaire's largest air charter and
air taxi organization. Under a nesv charter issued in
1971, the privately owned carrier obtained the
exclusive franchise for air parcel delivery service
throughout Zaire. Based at Ndolo, a small airfield in
the Kinshasa urban area, AMAZ operates scheduled
feeder flights to 19 other domestic points, 15 of which
have no other scheduled air service. The company also
performs crop dusting and spraying, air surveying, and
maintenance and repair services.
There is little general flying or other aviation
activity in the country despite the great distances and
the limited surface transportation. A number of
business concerns and religious missions own and
operate light aircraft. To stimulate interest in civil
aviation, the formation and development of aeroclubs
have been encouraged.
Approximately 200 civil aircraft are registered in
Zaire. Of these, 26 have a gross weight of ov(�r 20,000
pounds. Air Zaire owns 21 major transport aircraft:
two Acropatiale SE210 Series l l R C:aravelles, two
Douglas DC- 8-30's, two Douglas DC- 8- 63F "s, seven
DC -4's, and eight Fokker F- 27- 600's. Congo Frigo, a
commercial food distributing company, owns two
Curtiss C -46's and one Douglas DC -4; TRAMACO
Service has one Hawker- Siddeley FIS -748; any the
government's Geographic Institute owns one C -47.
The light aircraft are owned by Air 'Zaire, AMAZ,
missionary groups, aeroclubs, and private companies
and individuals.
More than 4,000 persons are engaged in civil
aviation activities in the country. Of a total of 3,700
employees, Air Zaire has 90 pilots, 30 other flight
personnel, and 950 maintenance personnel. AMAZ
has 180 employees including 16 pilots and an
esumaied 50 maintenance personnel. Most flight crew
and skilled technical personnel are recruited from
Europe. Africanization of Air Zaire's staff is
continuing; however, progress is slow. The Zaire
!L' dJRYp/ eN� Sw:. w+ cY1.:-: t. a� :N.vx:+arriwhNeWR4.G+0rifM:aR4 'EEiI'7ih2M':16x nfl: d+.Y'.+.!: 4?:%:�.

Maintenance Company (SODEMAZ), a civilian
maintenance service organization under contract to
the Department of Defense, employs approximately
160 expatriates, including 23 to 30 pilots. This quasi
military organization serves as the air force's
maintenance wing.
The principal aviation training activities art-
conducted by the Civil Aviation Training Institute,
which was established in Kinshasa by the United
Nations in 1961. The institute provides instruction in
air traffic control, radio operation and techniques,
airport management, and other services.. In 1962, Air
Zaire adopted an employee training program to raise
the academic and professional standards of its
employees. The program provides for the f raining of
ground and flight personnel; promising students are
sent abroad for additional training. Air Zaire's pilots
and other technical personnel receive transitional and
specialized training provided by the aircraft
manufacturers. Pan American personnel assist in the
training of DC -8 flighterews and maintenance
technicians. Basic commercial pilot training can be
obtained from the aeroclubs.
The principal aircraft maintenance facilities are
those of Air Zaire. The carrier's main facility at Ndjili
airport (Kinshasa) can service aircraft up to the DC -8.
Air Zaire also has facilities with a limited maintenance
capability at Lubumbashi and Kisangani airfields.
Major maintenance and overhaul of Air Zaire's jet
aircraft are performed in Belgium and France. AMAZ'
facility at Ndolo airfield can accomplish all light
aircraft maintenance except engine overhaul. A minor
AMAZ facility is located at Kananga.
Zaire's Directorate of Civil Aviation in the
Department of Transportation and Telecommunica-
tions was reorganized as the Airways Administration
in 1971. The semiautonomous agency is responsible
for management, training, airport facilities, and
operation and maintenance of the airways system.
Management and supervision of the new organization
are provided by a team of eight U.S. Federal Aviation
Administration technicians. The team is working
under a 5 -year technical assistance agreement
designed to reorganize civil aviation in Zaire, The
basic law governing civil aviation was promulgated in
October 1955.
Zaire is a member of the International Civil
Aviation Organization and has civil aviation
agreements or provisional arrangements with 26
countries. Twelve foreign air carriers conduct
scheduled services which link Zaire with 23 countries
in Africa, Europe, and North America.
om
H. Airfields' (C)
The air facilities system consists of 320 usable
airfields, of which 229 are civil, two are military, one
joint military !civil, and 88 privately operated. In
addition, there are 166 sites and five seaplane stations.
All major air facilities are located at population
centers throughout the country. The secondary
airfields are generally along water, rail, and road
transportation lines. A large concentration is found
within 200 miles of Kananga in the south central area.
An additional large group stretches across the country
between the Equator anal 4� north; a smaller complex
is situated in the western section. Few are situated
along the northern border, although topography is
favorable for airfield construction.
The most important international airfields are
Ndjili and Lubumbashi. Only Ndjili has depot aircraft
maintenar-,:c; a few airfields have limited organiza-
tional maintenance capability. There are 19 airfields
with hard surfaced runways able to support C -54 to 0-
141 type aircraft. The remaining airfields have a
capacity for C -47 or utility -type aircraft. The five
seaplane stations are for emergency use. Some of the
airfield sites could be made usable with a minimum
amount of rehabilitation.
The general condition of the major airfields is fair to
good, with adequate maintenance being performed to
sustain operational capability. However, airfield
maintenance support and service facilities are
negligible at most of the other airfields. New
construction has been limited to private airfields with
a capacity to accommodate utility -type aircraft. The
two military airfields, Kiton,i Base and Kamina Base,
are being rehabilitated for the use of the air force. All
pilot training has been transferred to Kamina Base.
Figure 13 lists characteristics of Zaire's most
important airfields.
I. Telecommunications (C)
The telecommunications (telecom) system is fairly
well developed by African standards. It is composed of
widely separated segments cif ,vire lines, scattered
radiocommunication stations, a few short multicon-
ductor cables and radio -relay links, and scattered AM,
FM, and TV broadcast stations (Figure 14). The
principal telecom center is Kinshasa; secondary
centers are Bukavu, Kisangani, Lubumbashi,
'Fur detailed information on individual airfields in 'Zaire see
Volume 20. Airfields and Seaplane Stations of the World, published
by the Defense Ntapping Agency, Aerospacv Center, for the Defense
Intelligence Agency.
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CvvJlvvr I W. Vlri
t
FIGURE 13. Selected airfields (C)
LONGEST RUNWAY:
SURFACE; DIMENSIONS.
ELEVATION ABOVE
NAME AND LOCATION SEA LEVEL ESWLi
Pounds
28,160
33.000
14,200
LARGEST
AIRCRAFT
NORMALLY
SUPPORTED REMARKS
DC- 4....... Civil. Air Zaire and the air force both use this
airfield. Aviation fuel in drum storage.
DC-l....... Civil. Air Zaire uses dRily and air force uses occa-
sionally for C -130 operations. Aviation fuel in
drum storage.
C- 47........ Military. Paracommando training center for the
army. Fuel supply estimated in drum storage.
28,160 DC- 4....... Civil. Air Zaire and air force both use this field
Fuel supply unknown.
99,000 C- 130....... Military. Pilot training center for the air force.
Aviation and jet fuel available in underground
tanks.
33,000 DC 4....... Civil. Air Zaire and air force use this airfield.
Aviation fuel in drum storage.
99,000 C- 130....... Military. Used by the air force to support a large
army training center adjacent to airfield. Avi-
ation and jet fuel available by tank trucks.
59,000 DC- 8...... Civil. International airfield. Aviation and jet fuel
in aboveground storage.
35,500 DC- 4....... Civil. Used by Air Zaire and the air force. Fuel
storage in drums.
Ndpb Concrete (reinforced).. 99.000 C- 141....... Joint. International airfield used by both inter
4 15 15,420 x 197 national and domestic airlines. Air force's
1,014 Operations Wing and Logistics Wing based
here. Aviation and jet fuel in underground
storage.
*Equivalent Single -Wheel Loading: Capacity of an airfield runway to sustain the weight of any multiple -wheel landing gear air-
craft in terms of the single -wheel equivalent.
Kananga, and Mbandaka. Services provided include
telephone and telegraph over most of the country and
telex in principal towns. The quality of service is
generally poor �a result of deteriorating equipment,
poor maintenance, and a continuing shortage of
skilled personnel. Despite these handicaps the system
is about average compared with surrounding
countries. Zaire ranks 14th in number of telephones in
sub- Saharan Africa. An estimated 22,500 telephones
serve less than one inhabitant per 1,000. The number
of radio receivers is in excess of 800,000, and the
number of TV receivers is over 20,000, with domestic
and international services improving. About 70
community listening centers are provided by the
government.
The Department of Posts and 'Telecommunications
directs activities of the National Post and Telecom-
munications Office of 'Zaire (ONPTZ) a government
organization. CNPTZ is advised by Bell Congo, a
subsidiary of Belgium's Bell Telephone Manufactur-
ing Company, an I.T.T. affiliate. The programs of the
radio and TV broadcasting stations are controlled by
the Department of Information. Private networks are
operated by a number of commercial enterprises and
missionary organizations.
The principal domestic network is the radiocom-
munication system. The chief control station is at
Kinshasa and connects with six regional stations,
which in turn connect with 24 intermediate stations
serving as control centers for a large number of smaller
stations. There is a radio -relay link between Kinshasa
and Matadi. Of secondary importance to the domestic
network ar- widely separated open -wire segments.
which are located primarily around Kinshasa and in
19
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Feel
Bunia
Asphalt...............
1 34'N., 30 13 1 E.
6,069 x 98
4,04.`.
Coma
Asphalt...............
1 0 40 1 8., 29
7,546 x 98
5,069
Gbale
Laterite...............
4 21
4,921 x 164
1,900
Kalemie, North........
Asphalt
53'S., 29
5,741 x 98
2,569
Kamina Base..........
Asphalt
8 25
8,858 x 147
3,622
Kisangani
Asphalt...............
5 31'N., 25 �09'F..
6,430 x 148
1,289
Kitona Base...........
Asphalt
5 12
7,874 x 147
394
Lubumbashi...........
Asphalt
11 27
9,022 x 164
4,288
Mbandaka
Asphalt...............
0 18
6,726 x 98
1,040
Kananga, and Mbandaka. Services provided include
telephone and telegraph over most of the country and
telex in principal towns. The quality of service is
generally poor �a result of deteriorating equipment,
poor maintenance, and a continuing shortage of
skilled personnel. Despite these handicaps the system
is about average compared with surrounding
countries. Zaire ranks 14th in number of telephones in
sub- Saharan Africa. An estimated 22,500 telephones
serve less than one inhabitant per 1,000. The number
of radio receivers is in excess of 800,000, and the
number of TV receivers is over 20,000, with domestic
and international services improving. About 70
community listening centers are provided by the
government.
The Department of Posts and 'Telecommunications
directs activities of the National Post and Telecom-
munications Office of 'Zaire (ONPTZ) a government
organization. CNPTZ is advised by Bell Congo, a
subsidiary of Belgium's Bell Telephone Manufactur-
ing Company, an I.T.T. affiliate. The programs of the
radio and TV broadcasting stations are controlled by
the Department of Information. Private networks are
operated by a number of commercial enterprises and
missionary organizations.
The principal domestic network is the radiocom-
munication system. The chief control station is at
Kinshasa and connects with six regional stations,
which in turn connect with 24 intermediate stations
serving as control centers for a large number of smaller
stations. There is a radio -relay link between Kinshasa
and Matadi. Of secondary importance to the domestic
network ar- widely separated open -wire segments.
which are located primarily around Kinshasa and in
19
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(*0NFInF: \'r1Al.
Libenge Bambili
Aketi IsiroWatsa
Lisala� e to
`C"'Basankusu G%Basoko Buniae
jMbandaka Kisangarrit-av
7Boende Ubundi
Bukavu
r Kwamouth Port de Kindu
impoko -Nsete B
N A V.usambo r ,Kongolo
G Kikwit
Kananga Mbuji -Magi K.alo
Kabinda Kalem
/O anono
Multiconductor Kaminal
1Bukama
Open wire
Dilalo Kol
Radio relay wezi ,Tenke
Domestic radiocommunication
International
radiocommunication
Satellite communication
n AM broadcast 4
G FM broadcast, u a,
TV broadcast r E t ?`r�
FIGURE 14. General telecommunications pattern (C)
the southeast; there are only a few minor lines in the
entire northern half of the nation. Multiconductor
cables connect Lubumbashi and Kol\yezi.
Most international service is provided by it high
frequency station and it recently completed earth
satellite station. The high frequency radio -cont-
munication station, with transmitting and receiving
sites, is located at Kinshasa. Direct radiocommunica-
tion circuits to several African and other capitals
provide two -way telephone, telegraph, and telex
service. There is it radio -relay link from Lubumbashi
into "Zambia. A subfluvial cable crosses the Congo
River between Kinshasa and Brazzaville. A minor
landlinc connects Bukavu to Bujumbura, Burundi.
The earth satellite communication station is at
Kimpoko Nsele, about 30 miles east of Kinshasa. In
addition to improving Zaire's international telephone
and telegraph communications, the station is
equipped to receive international TV programs.
International communications are inte grated with the
domestic telephone and telegraph nets in Kinshasa; a
radio -relay link connects Kinshasa and Kimpoko-
20
Nsele. Satellite circuits are in operation between Zaire
and Italy, the United States, Belgium, and France.
Special purpose networks are operated by a number
of governmental and private organizations. Govern-
mental facilities include those of the civil air
authorities, the army, and police. Air radio facilities
crc operated for the government by the Zairian
Aircraft Maintenance Company (SODEMA'Z). Array
and police facilities have been improved with
assistance: from thr 'uited States. The railro.�_Is and
the General Quarries and Mines Company of 'Zaire
(GECAMINES) operate their own networks. Other
private companies and missionary organizations also
maintain special radio nets.
The radiobroadcast system includes a principal AM
station at Kinshasa, with me fre quency
transmitters for local coverage and high fre(Iuency
transmitters for national and international broadcasts.
Other medium- and high frequency AM stations for
regional coverage are located at several towns. A small
FM station is in Kinshasa, and TV stations are in the
capital and Lubumbashi.
Vast expanse, of tropical rain forest have forced
reliance on ra,Iio rather than landlines to a much
greater extent than in most countries. The humid
tropical climate causes rapid deterioration of
equipment, requiring special protective measures.
In the past, small quantities of radiobroadcast
receivers were assembled under a licensing agreement
with Philips Company of the Netherlands at it plant in
Kit_. )asa, but it is not known if this facility is still in
operation. All other equipment is imported, primarily
from Belgium, France, the Netherlands, the United
Kingdom, the United States, and West Germany. The
automatic telephone exchange equipment for the
enlargement of the Kinshasa exchange came from
Belgium, and the agreement with the Bell Telephone
Manufachtring Company of Belgium includes an
arrangement for supplying equipment.
Future projects envision the completion of a radio
relay route, which will connect Kinshasa and Sakania,
extending to the ocean, and including automatic
telephone exchanges and urban cable systems. The
two routes %will total more than 2,500 km. and will
have an ultimate capacity of 600 channels. In
addition, Bell "Telephone Company of Belgiu; is
reportedly setting up it facility to assemble telephone
instruments and equipment in Kinshasa.
C0NFtnF:X'rIAI,
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110006 -7

P1 ices and features referred to in this General Survey (U/OU)
D I S
2 44N
2 22N
5 51
1 05N
6 01
3 19
4 22N
0 30N
1 03
3 57
0 13
5 51
4 08N.
3 49N.
4 16
2 39N.
3 23
9 !2
2 30
2 IIN.
I 34N.
10 12
3 20N.
2 48N.
12 22
6 04
6 01
10 42
4 23
4 03N.
3 01
10 37
:1 15N,
1 41
10 40
5 02
4 19
5 39
2 46N,
2 02N.
1 40N.
6 03
7 24
5 56
8 44
5 54
3 02
0 ION.
4 27
2 18
0 39
4 52
7 20
1 57
4 52
5 02
4 14
4 58
4 18
1 46
0 30N.
0 41
5 28
0 43
2 53N.
5 23
1 40
3 10
3 14
5 40
2 00
0 1E
3 46
20 11
13 26
27 W
12 24
17 22
18 35
29 28
28 54
15 54
20 52
13 03
22 27
23 40
15 17
19 42
29 22
25 51
28 52
22 28
30 15
2523
20 53
24 44
27 50
12 24
12 25
22 20
15 15
9 42
16 58
26 18
19 46
29 14
26 26
19 36
20 35
13 39
27 37
22 44
27 01
26 55
25 38
29 12
25 00
22 25
16 57
30 05
26 40
27 08
25 21
16 59
28 01
30 04
29 38
18 49
15 33
14 28
15 is
27 14
25 12
23 10
17 42
25 28
23 59
27 00
27 28
16 11
1722
12 52
29 10
COORDINATES
0 S 1 40N
1 21
9 00
0 00
3 39N
3 04N
10 59
2 09N
12 20
0 46N
0 26N
9 26
9 57
9 57
11 40
9 27
5 31
10 38
4 42
0 28N.
1 21 N.
I 11
7 IS
5 52
5 49
4 46
4 30
0 04N.
5 15
5 50
6 09
1 53N.
6 08
5 56
10 47
2 38N.
4 32
12 15
10 39
3 02
4 28
3 36
4 19
4 15
2 57
1 28
3 16
12 45
1 34
4 17
11 01
4 54
5 42
10 35
3 17N.
4 59
6 25
12 18
3 30
0 21
3 24
10 42
4 05N.
5 44
0 fE.
31 00
29 35
28 45
29 30
18 38
25 31
26 44
21 31
13 34
24 16
25 20
28 33
25 58
25 57
27 28
25 47
14 32
25 21
28 38
25 23
29 03
28 37
27 25
17 03
13 27
16 46
12 30
18 16
14 52
13 26
23 36
19 46
13 44
12 21
26 37
28 30
21 21
27 38
24 27
28 26
15 21
23 03
15 19
15 25
25 57
26 27
29 14
28 34
29 03
20 25
26 46
15 09
14 02
26 07
25 32
12 56
20 48
27 58
17 42
25 29
29 08
22 12
30 40
14 39
Lake Albert (lake)
Lake Edward (lake)
Lake Mweru (lake)
Lake Tanganyika (lake)
Libenge
Lienart
Likasi
Lisala
Lobito. Angola
Lomami (sirm)
Lualaba (strm)
Luapula (strm)
Lubudi
Lubudi (rr sta)
Lubumbashi
Luena
Lukala
Luilu (mine)
Lulimba
Madula
Mambasa
Maniema
Manono
Masina
Matadi
Mayamba
Mayunibe (massif)
Mbandaka
Mbanza-Ngungu
Mbengo-Mbengo (whirlponl)
Mbuji-Mayi
Mongala (sirm)
M'Pala, Angola
Muanda
Mulungwishi
Mungbere
Mushenge
Musoshi
Mutshatsha
Mwenga...............................
Ndifli.................................
Ndolo
Ndolo (sec popl)
Pool Malebo (pool)
Port de Kindu
Punia
Ruzi7i (strin)
Sakania
Sake
Sankuru (sirm)
Shituru (mine)
Sona-Bata
Songololo
Tenke
Titule
Tshela
Tshikapa
Tshinsenda,
Ubangi strm)
Ubundi
Uvira
Vila TAxeira de Sousa, Angola...........
Yei, Sudan
Zonzo
Selerted Airfields
Kamina Base S 3R 25 15
Kitona. Base 5 55 12 27
',ubumbashi 11 35 27 32
4djili 4 23 15 27
NOTE--All latitudes are south unless otherwise indicated.
a
APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200110006-7
Aketi
Akula......................
Ango Ango
Bafwasende
jl
Banana
Bandundu
Bangui, Central African Republic........
Beni
Binza
Black River (strm)
Boende
Boma
Bomu (strm)
Bondo
Brazzaville, Congo
Budjala
Bujumbura, Burundi
Bukama
Bukavu
Bumba................................
Bunia.................................
Busanga
Businga
Buts
Chililabombwe, Zambia
Congo River (sirm)
Crique de Banana (tidal creek).
Dilolo
Djelo-Binza
Douala, Cameroon......
Fimi (strm)
Fungurume
Gemena...............................
Goma
Guba.................................
Idiofa.................................
llebo..................................
Inga..................................
Isiro..................................
Itimbiri (strm)
Ituri (strm)
Kabalo................................
Kabongo
Kalemie
Kamina...............................
Kananga
Kasai (strm)
Kasese, Uganda
Kasongo
Katanti (mission)
Katonto (hill)
Kenge
Kiambi...............................
Kigali, Rwanda
Kigoma, Tanzania
Kikwit................................
Kimpoko-Nscle
Kinkuzu..............................
Kinshasa
Kipushi
Kisangani
Kisenge
Kitona................................
Kolwezi
Komba................................
Kongolo...............................
Kota Koli
Kwa strm
Kwango (strni)
Kwilu (strm)
Lac Kivu (lake)
D I S
2 44N
2 22N
5 51
1 05N
6 01
3 19
4 22N
0 30N
1 03
3 57
0 13
5 51
4 08N.
3 49N.
4 16
2 39N.
3 23
9 !2
2 30
2 IIN.
I 34N.
10 12
3 20N.
2 48N.
12 22
6 04
6 01
10 42
4 23
4 03N.
3 01
10 37
:1 15N,
1 41
10 40
5 02
4 19
5 39
2 46N,
2 02N.
1 40N.
6 03
7 24
5 56
8 44
5 54
3 02
0 ION.
4 27
2 18
0 39
4 52
7 20
1 57
4 52
5 02
4 14
4 58
4 18
1 46
0 30N.
0 41
5 28
0 43
2 53N.
5 23
1 40
3 10
3 14
5 40
2 00
0 1E
3 46
20 11
13 26
27 W
12 24
17 22
18 35
29 28
28 54
15 54
20 52
13 03
22 27
23 40
15 17
19 42
29 22
25 51
28 52
22 28
30 15
2523
20 53
24 44
27 50
12 24
12 25
22 20
15 15
9 42
16 58
26 18
19 46
29 14
26 26
19 36
20 35
13 39
27 37
22 44
27 01
26 55
25 38
29 12
25 00
22 25
16 57
30 05
26 40
27 08
25 21
16 59
28 01
30 04
29 38
18 49
15 33
14 28
15 is
27 14
25 12
23 10
17 42
25 28
23 59
27 00
27 28
16 11
1722
12 52
29 10
COORDINATES
0 S 1 40N
1 21
9 00
0 00
3 39N
3 04N
10 59
2 09N
12 20
0 46N
0 26N
9 26
9 57
9 57
11 40
9 27
5 31
10 38
4 42
0 28N.
1 21 N.
I 11
7 IS
5 52
5 49
4 46
4 30
0 04N.
5 15
5 50
6 09
1 53N.
6 08
5 56
10 47
2 38N.
4 32
12 15
10 39
3 02
4 28
3 36
4 19
4 15
2 57
1 28
3 16
12 45
1 34
4 17
11 01
4 54
5 42
10 35
3 17N.
4 59
6 25
12 18
3 30
0 21
3 24
10 42
4 05N.
5 44
0 fE.
31 00
29 35
28 45
29 30
18 38
25 31
26 44
21 31
13 34
24 16
25 20
28 33
25 58
25 57
27 28
25 47
14 32
25 21
28 38
25 23
29 03
28 37
27 25
17 03
13 27
16 46
12 30
18 16
14 52
13 26
23 36
19 46
13 44
12 21
26 37
28 30
21 21
27 38
24 27
28 26
15 21
23 03
15 19
15 25
25 57
26 27
29 14
28 34
29 03
20 25
26 46
15 09
14 02
26 07
25 32
12 56
20 48
27 58
17 42
25 29
29 08
22 12
30 40
14 39
Lake Albert (lake)
Lake Edward (lake)
Lake Mweru (lake)
Lake Tanganyika (lake)
Libenge
Lienart
Likasi
Lisala
Lobito. Angola
Lomami (sirm)
Lualaba (strm)
Luapula (strm)
Lubudi
Lubudi (rr sta)
Lubumbashi
Luena
Lukala
Luilu (mine)
Lulimba
Madula
Mambasa
Maniema
Manono
Masina
Matadi
Mayamba
Mayunibe (massif)
Mbandaka
Mbanza-Ngungu
Mbengo-Mbengo (whirlponl)
Mbuji-Mayi
Mongala (sirm)
M'Pala, Angola
Muanda
Mulungwishi
Mungbere
Mushenge
Musoshi
Mutshatsha
Mwenga...............................
Ndifli.................................
Ndolo
Ndolo (sec popl)
Pool Malebo (pool)
Port de Kindu
Punia
Ruzi7i (strin)
Sakania
Sake
Sankuru (sirm)
Shituru (mine)
Sona-Bata
Songololo
Tenke
Titule
Tshela
Tshikapa
Tshinsenda,
Ubangi strm)
Ubundi
Uvira
Vila TAxeira de Sousa, Angola...........
Yei, Sudan
Zonzo
Selerted Airfields
Kamina Base S 3R 25 15
Kitona. Base 5 55 12 27
',ubumbashi 11 35 27 32
4djili 4 23 15 27
NOTE--All latitudes are south unless otherwise indicated.
a
APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200110006-7

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APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200110006-7

APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110006 -7

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