Matadi–Kinshasa Railway

Matadi–Kinshasa Railway
Matadi–Kinshasa Railway
	Matadi train station, September 2015
Overview
Other name(s)	Chemin de fer Matadi-Kinshasa (French)
Termini	Matadi; Kinshasa Est;
History
Commenced	1890
Completed	1898
Technical
Line length	366 km (227 mi)
Track gauge	1,067 mm (3 ft 6 in)
Route map
Route map
v; t; e; Matadi–Kinshasa Railway
	Legend
	elev
	in m
	225
	0
	elev
	in m

The Matadi–Kinshasa Railway (French: Chemin de fer Matadi-Kinshasa) is a railway line in Kongo Central province between Kinshasa, the capital of Democratic Republic of the Congo, and the port of Matadi.

The Matadi–Kinshasa Railway was built between 1890 and 1898 in order to bypass the series of rapids and falls which hindered access from the South Atlantic Ocean to the Congo Basin.^[1] Its length is 366 km (227 mi) and it is run by Société commerciale des transports et des ports (SCTP) (until 2011, ONATRA). The line reopened in September 2015 after about a decade without regular service. As of April, 2016 there was one passenger trip per week along the line and more frequent service was planned.^[2] Services between Kasangulu to Kinshasa resumed in 2019.

History

The first locomotive arriving at Léopoldville in 1898

The line in 1913 (with also the first section of the Mayumbe Railway in the North)

The new track as it could be seen on 25 July 1927 (engineer's map).

In the 1880s the exploration and exploitation of the Congo territory was carried out by the Congo Free State, which benefitted from hydrographic network of the Congo River. But between Matadi and Kinshasa (formerly known as Léopoldville), the river was not navigable, being barred by the Livingstone Falls, which follow one another for 300 km (190 mi). Transport was done by human bearers, which was not very efficient and often fatal. Therefore, it was decided to build a railway line along this route.

The Compagnie du Congo pour le Commerce et l'Industrie (CCCI) was incorporated on 31 July 1887. On the same day its subsidiary the Compagnie du Chemin de Fer du Congo (CCFC) was created. Work on the railway was directed by Albert Thys, who would give his name to one of the stations, Thysville (now Mbanza-Ngungu). The completion of the railway officially cost the lives of 1,932 people (1,800 Africans and 132 Europeans), although the real numbers were likely higher. Up to 60,000 labourers worked on the project at one time.^[3]

The main difficulty was to make it possible for the railway line to leave the gorges of the Congo River, through the canyon of the M'pozo River and a passage along the Monts de Cristal.

The living conditions in the construction of this railway were miserable. The sanitary and medical facilities were insufficient. In 1892, about two thousand people worked on the railroad, of which an average of one hundred and fifty workers per month lost their lives due to smallpox, dysentery, beriberi and exhaustion. By the end of 1892, 7,000 workers had already been recruited, 3,500 of whom had died or fled (for example, to neighboring forests). These conditions made it more difficult to recruit workers. Thys therefore attracted people from Barbados and China in September and November 1892 respectively. The Barbadians refused to leave the boats in the port of Matadi until they were forced by firearms. Seven people lost their lives in this action.^[4]

The hard labour on the railway line is mentioned by Joseph Conrad in his novel Heart of Darkness, which he witnessed when he worked in the Congo Free State. It is also shown in the 2016 movie The Legend of Tarzan.

Started in 1890, the railway line was completed in 1898. It was built to a nominal gauge of 750 mm (2 ft 5+1⁄2 in), and all rolling stock was constructed to this gauge. However, as local labour had difficulty grasping the concept of gauge widening on curves, the entire line was built to a gauge of 765 mm (2 ft 6+1⁄8 in).^[5]^[6] Alterations were made from 1923 to 1931, when it was converted to 3 ft 6 in (1,067 mm) gauge on a new alignment. Several tens of thousands of people, convicts and forced workers, were employed for this renovation. Seven thousand people lost their lives here.

In spite of the technical and financial difficulties related to the construction of the railway line, the railway line very quickly proved to be profitable, mainly because of the transportation of ivory and rubber. As a 750 mm (2 ft 5+1⁄2 in) gauge railway it operated a large fleet of 0-6-0T, 0-6-2T, 2-6-2T locomotives before turning to 32 0-6-0+0-6-0 Garratts, and finally 5 - outside-framed 2-8-2 locomotives.

The railway can be classified as a portage railway.

Border change

In 1928, Congo (Belgium) and Angola (Portugal) did a land exchange to facilitate the new route of the railway to Congo-Kinshasa.^[7]

Specifications

	1898-1932	1932–present^[8]
Route	original	deviation
Gauge	750 mm (2 ft 5+1⁄2 in)	1,067 mm (3 ft 6 in)
Rails	21.5 kg/m (43.3 lb/yd)	33.4 kg/m (67.3 lb/yd)
Axle load	10 t (11 short tons; 10 long tons)	15 t (17 short tons; 15 long tons)
Length	401 km (249 mi)	365 km (227 mi)^[9]
Grade (max.)	45‰ (4.5%)	17‰ (1.7%)
Radius (min.)	55 yd (50.3 m)	273 yd (249.6 m)

Main stations

Matadi (elevation: 1 m), ocean port up river
Songololo (301 m)
Mbanza-Ngungu (604 m), terminus of short branch; workshops
Kintoni (380 m)
Madimba (438 m)
Kasangulu (339 m)
Kinshasa (177 m) railhead, river port and national capital.

21st century

The railway line and the port of Matadi are the main connection for Kinshasa to the external world. The renovation of the Road to Matadi, in beginning of the 2000s, however somewhat alleviated this situation.

Over time, the rolling stock of the Matadi-Kinshasa line fell into disrepair,^[10] so became increasingly dangerous. In 2003, a train derailment resulted in 11 deaths, and the line immediately fell into disuse, which endured for over a decade.^[11]

Angola proposed, in 2012, to link its three isolated lines, and also to link with adjacent countries including the Matadi-Kinshasa line. By using the Matadi Bridge (formerly a road-rail bridge), a connection to the Cabinda enclave is possible.^[12]

The line reopened in September 2015 after over a decade without regular service. As of April, 2016 there was one passenger trip per week along the line and more frequent service was planned.^[2]

In August 2019, suburban services between Kasangulu to Kinshasa resumed, along with freight transport between Kinshasa and Matadi.^[13]

References

^ Headrick, Daniel R. (1981). The tools of empire : technology and European imperialism in the nineteenth century. Oxford University Press. pp. 196–197. ISBN 0-19-502831-7. OCLC 905456588.
^ ^a ^b "Plus de 13 000 passagers transportés par train entre Kinshasa et Matadi" (in French). Radio Okapi. 10 April 2016. Retrieved 16 April 2017.
^ Headrick, Daniel R. (1981). The tools of empire : technology and European imperialism in the nineteenth century. Oxford University Press. p. 198. ISBN 0-19-502831-7. OCLC 905456588.
^ Verbeeck, Mathijs (2019). "MASTERPROEF: DWANGARBEID IN DE BELGISCHE RECHTSGESCHIEDENIS (1885–1945)". Masterproef voorgelegd voor het behalen van de graad master in de rechten (in Dutch). No. 2018–2019.
^ Neil Robinson: World Rail Atlas and Historical Summary 7. North, East and Central Africa. 2009.
^ Durrant, A.E., A.A. Jorgensen, C.P. Lewis. Steam in Africa, London, 1981, Hamlyn.
^ [Railways Africa 2014 issue 5, p29]
^ Blanchart Charles: Le Rail au Congo Belge (2 tomes). Bruxelles: Blanchart, 1993/1999.
^ 246 mi (396 km) including the branches to Ango-Ango and Mbanza-Ngungu (Thysville)
^ PROJECT APPRAISAL DOCUMENT ON A PROPOSED GRANT...TO THE DEMOCRATIC REPUBLIC OF THE CONGO FOR A MULTIMODAL TRANSPORT PROJECT World Bank; 2010; page 87. Access date: 2024-08-25
^ The Atlantic to Kinshasa: A journey on the River Congo Al-Jazeera. Access date: 2024-08-25
^ Railway Gazette International September 2012, p42
^ Japanese DMUs to support DR Congo route modernisation scheme Railway Gazette International Access date: 2024-08-25

5°49′10″S 13°29′28″E / 5.8195°S 13.4912°E / -5.8195; 13.4912

[1] Headrick, Daniel R. (1981). The tools of empire : technology and European imperialism in the nineteenth century. Oxford University Press. pp. 196–197. ISBN 0-19-502831-7. OCLC 905456588.

[RadioOkapi-2] "Plus de 13 000 passagers transportés par train entre Kinshasa et Matadi" (in French). Radio Okapi. 10 April 2016. Retrieved 16 April 2017.

[3] Headrick, Daniel R. (1981). The tools of empire : technology and European imperialism in the nineteenth century. Oxford University Press. p. 198. ISBN 0-19-502831-7. OCLC 905456588.

[4] Verbeeck, Mathijs (2019). "MASTERPROEF: DWANGARBEID IN DE BELGISCHE RECHTSGESCHIEDENIS (1885–1945)". Masterproef voorgelegd voor het behalen van de graad master in de rechten (in Dutch). No. 2018–2019.

[5] Neil Robinson: World Rail Atlas and Historical Summary 7. North, East and Central Africa. 2009.

[Durrant-6] Durrant, A.E., A.A. Jorgensen, C.P. Lewis. Steam in Africa, London, 1981, Hamlyn.

[7] [Railways Africa 2014 issue 5, p29]

[8] Blanchart Charles: Le Rail au Congo Belge (2 tomes). Bruxelles: Blanchart, 1993/1999.

[9] 246 mi (396 km) including the branches to Ango-Ango and Mbanza-Ngungu (Thysville)

[10] PROJECT APPRAISAL DOCUMENT ON A PROPOSED GRANT...TO THE DEMOCRATIC REPUBLIC OF THE CONGO FOR A MULTIMODAL TRANSPORT PROJECT World Bank; 2010; page 87. Access date: 2024-08-25

[AlJaz-11] The Atlantic to Kinshasa: A journey on the River Congo Al-Jazeera. Access date: 2024-08-25

[12] Railway Gazette International September 2012, p42

[13] Japanese DMUs to support DR Congo route modernisation scheme Railway Gazette International Access date: 2024-08-25

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