Kinshasa Tramway

The organization of the urban train in the city province of Kinshasa becomes an emergency in view of the increasing density of the population which has just gone from 10.2 million inhabitants in 2010 to more than 16 million at the end of December 2018. The urban mass becomes cumbersome and suffers from a lack of means of transport and communication. To realize this, it suffices to recognize that Kinshasa covers an area of 9,862Km2, and urban transport is established on 586Km of road and 36Km of aging rails which date from the colonial era. It has 24 municipalities, some of which have the dimensions of provinces under other skies. It should be noted that urban transport in the city of Kinshasa does not fully cover the needs of the populations. Passengers are in large numbers daily with different axes and itineraries obstructing during peak hours and without counting, the rural exodus which strangles mobility and the regular frequencies of means of transport. For a daily trip, the passenger sometimes pays 2,000 to 3,000 Congolese francs to reach the city center by taxi.

Therefore, creating a modern, high-capacity rail Transport Company in excess of 2 million passengers per day with a service route from N’djili Airport via Gombe and Kintambo is a sustainable and cost-effective solution.

Faced with declining traffic of the Commercial Society of Transport and Ports 80%, the main competitor, the new company will create a new dynamic for the movement of people and their property.

For more time, this project will be structured as follows:

– Part I: Conceptualities of the project.
– Part II: Feasibility study of rail and urban traffic
– Part III: Need for financing the Program.


I. Description

I.1 Conceptuel basis

Urban transport at the beginning of the 21st century for the DRC today is one of the emergencies. Thus, without transport infrastructure and communication channel, the Congo in general and Kinshasa in particular, will find it difficult to welcome investments for its socioeconomic, industrial and environmental relaunch. From the point of view of town planning, rail traffic will come at the appointed point to resolve the question of displacement of populations from one commune to another in the light of financial and social constraints. To finance this project would be to develop the economy of urban transport.

I.2 Background

The means of urban transport in the city of Kinshasa are archaic and reveal a specter of underdevelopment and despite the momentum undertaken in the 1960s. The city had only 200,000 inhabitants, and transport mobility was very advantageous and easy even in native or peripheral cities. Rail traffic served all major axes of the city at affordable prices. However, around the 1980s, rail traffic deteriorated following the deterioration of materials and equipment. However, the efforts of the network quickly improved for other means of transport, in particular “Kimalu-Malu” pick-ups and “Fula-Fula” trucks cede their services in favor of used Combis or Taxi bus imported from the foreign. However, the population growth rate of 3.5% per year, stifles this new transport mobility, and in the meantime, the State only has a small number of buses covering some urban lines at 40%, and a large part is held by the private sector at 60%.

The worsening of the financial and economic crisis towards the 90s, only paralyzed the transport sector and the State could not manage to create a new dynamic in spite of new budget-consuming companies which were created until the end of 2000. The recurring problem was the imbalance between the supply and demand of means of transport on the one hand, and on the other hand, the financial difficulties to acquire new robust and durable machines adapted to the socio-economic environment and geographic of the city. Add to that the shortage of spare parts, garages, repair shops, and the technical workforce unsuited to the new technology.

In the DRC, the rail sector is state-owned. The decree of the Sovereign King of October 10, 1908 relating to the police of the railways, coordination of previous measures as amended respectively by orders 82 / TP of September 18, 1928 and 41/06 of February 13, 1954 on the same subject, is the main legislative text which governs rail transport activities, either by the International Union of Railways, the African Union of Railways, or by public rail transport companies themselves.

I.3 Objectives

I.3.1 General objective

  • Provide the provincial city of Kinshasa with a modern urban train “Kinshasa Tramway” with great mobility 2 to 3 million passengers per day.
  • Reduce speculation on prices for transport and numerous half-terrains.
  • Quickly allow the movement of people and their goods in record time between the suburbs and the city center.
  • Create a railway structure of more than 325Km capable of securing and ensuring the movements of more than at least 16 million passengers throughout the city of Kinshasa.
  • Facilitate inter-municipal transport and the bringing together of contacts between urban populations.
  • De-urbanize the city by cleaning up old-fashioned and old-fashioned means of transport.
  • Create attractive crossroads with low congestion rates and so as to unclog avenues and stops.

I.3.2 Specific objective


  • Build a 325 km interurban rail line from Central Station to Maluku center via N’djili International Airport.
  • Invest for a capital of 1.810 billion dollars in ultra-modern trains and infrastructures with a capacity of 350 passengers per train, and following international standards of new technology.
  • Create an industrial concession for spare parts, repair and maintenance workshops for the entire railway cart.
  • Train and retrain the local workforce and adapt it to new urban traffic technologies
  • Develop and re-urbanize the city in an ecological way thanks to the added value of urban traffic.
  • Encourage the population to relocate to Maluku and take advantage of a new environment, enhanced by modern means of transport, to relieve congestion in the city center.

At the commercial level

  • Introduce modern trains in the Congolese transport sector at affordable prices for the majority of the Congolese population.
  • Fix urban rates according to the purchasing power to the great satisfaction of more than 16 million inhabitants considered as potential passengers per day.
  • Break unfair competition and socialize urban transport in favor of the working poor.


  • Manage traffic so as to increase the turnover likely to obtain a cash flow favorable to reinvestment in other provinces such as Kongo-Central, Kwango, Kwilu and Kasaï etc.
  • Realize a cash flow with a great fluidity to obtain the reasonable recovery time of the invested capital.
  • Managing to compress operating expenses to reach a profitability and breakeven point favorable to long-term reinvestment

I.4 Supporting documents

A. At the level of the increase in transport supply

  • Unlike the National Railway Company (SNCC) which operates the eastern railway line and the Commercial Company of Transport and Ports (SCTP) – the western line, the two competing companies are losing momentum due to the obsolescence of equipment and infrastructure. Kinshasa tramway will constitute a viable innovative company to contribute to the movement of hundreds of thousands of people and their goods and despite its network of just 325Km in the city of Kinshasa province.
  • The corridor of this new technology of the urban train, will be a target and a big crossroads of the business multiplier of the various services and increase of incomes.
  • The urban train will facilitate the socio-economic integration of SMEs and SMIs contributing 80% to the Congolese economy.
  • In one rotation, the train will serve more than 2 million passengers who should use other bulky and less reassuring means of transport in terms of timetables, regularity, comfort and safety.

B. Comfort and safety of passengers and their belongings

By adopting this mode of transport unlike other existing means, the modern train will offer its customers a quality service in terms of comfort, regularity, speed and security in order to meet their expressed needs.

It will provide related transport network services to better meet the needs of the Congolese economy, largely dominated by the informal sector.

C. Contribution to GDP and Basic Infrastructure

Given that the transport and telecommunications sector has contributed 12.45% to the state budget since 2015, for an amount of $ 790 million. With the arrival of modern train, the contribution will be more important to regulate the socio-economic problems.

Part II: Feasibility study of the project

II.1 Organizational structure of the program

  • Program: Transport of the city of Kinshasa province for a distance of 325Km for a population.
  • Duration of the program: 50 years.
  • Intervention zone: Kinshasa city rail network.
  • Intervention mobility: Urban transport.
  • beneficiaries: The entire population, mainly the poor.
  • Partnership: Public-Prive.
  • Partnership mode: Build Operate and Transfer) managed by a public limited company all BOOT partners will be represented.
  • Masterpiece: Congolese Government SCTP.
  • Client: SCTP, IBC, STT and ARITECH consortium.
  • National technical support bodies: Ministry of Transport and Communication Routes, Ministry of Infrastructure and Redevelopment, Ministry of the Portfolio, Commercial Company of Transport and Ports, Ministry of Finance and Congolese Agency for Major Works, Roads and Drainage Office..
  • International technical support bodies: To provide

II.2 Organization of financing means and technical provisions

  • Market: Counter-counter.
  • Basic investment cost: 1.810.000.000$ Usd 100% ARITH.
  • Duration of construction of reception sites and installation of sets: 5 years.
  • Donor share:
  • Share of the Congolese State:
  • Nature of investment funds:
  • Duration of initial credit and grace period:
  • Interest rate and annuity:
  • Credit guarantee:
  • Sources of equipment and materials:
  • Workforce:
  • Subcontracting: 30% on the national workforce.
  • Sources of equipment and materials: 70% from external sources and 30% from internal sources.
  • Materials supply sources: 80% local source.
  • Material and equipment deployment circuit: Abroad (United States and Turkey) indoors (Matadi-Kinshasa).
  • Logistics and transport system operations: Transshipment, Storage, storage and disposal by container system by road and rail.
  • Distance Matadi and Kinshasa: 320 km (from the port to the SCTP warehouses).
  • State of evacuation and supply routes: More or less passable with asphalt.
  • Logistics and transport time: More at least three months (90 days).
  • SCTP working capital: $ 300,000,000 with a guarantee on real estate values.

II.3 Investment Costs

TABLEAU “Cost of the work of the work of 325Km”

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Table n° 2 Movement of traffics

  • Line A / Central station – Airport-Central station: minimum speed 35Km / h and Maxi 70Km / h.
  • Line B / Kinsuka –Centre Maluku-Kinsuka: Minimum speed 30Km / H and 60 Maxima / h: duration 130 minutes (2h10 ’) with 4 stations.
  • Line C / UPN-Maluku-UPN Minimum speed 30km / Hours and maximum 60km / Hours with a duration of 146 minutes (2 H26 ’).

Table n ° 3 Average passenger movements per Day

Traffic will rely on three main terminal lines:

  • Line A. Central Station-Airport Via Limit and Masina Petri-Congo interchange (4 terminal stations).
  • Line B Kinsuka, Maluku Center Via Kintambo Magasin and N’dolo (4 terminal stations).
  • Line CUPN Terminal, Maluku Via Cité verte Kimwenza Station, Matete and Ndjili (6 terminal stations).
  • The traffics have relay stations which will be determined according to the prospecting which will be made later before the start of the works.

II.4 City province of Kinshasa

II.4.1 Brief overview


Kinshasa forms an administrative entity with special status, it is the administrative, economic and cultural center of the Democratic Republic of Congo. It extends over more than 30 km from east to west and more than 15 km from north to south. Its inhabitants are called the Kinois. The population of Kinshasa is made up mainly of ethnic groups from the Congo.

A large part of the city covers an essentially rural area covered by a grassy savannah dotted with shrubs. The rural commune of Maluku located in the eastern part of the city-province alone occupies 79% of the territory. It is a city of significant contrasts, with chic residential and commercial sectors, universities, military camps and shapeless slums coexisting side by side, and therefore also large “rural” areas sometimes invading the city to the point of finding market gardeners. And city farms.

It is the third most populous city in Africa after Cairo and Lagos, is considered the largest French-speaking city in the world, having surpassed that of Paris, and is among one of the most populated cities in the world.

I.4.2 Geography

A. Climate

Kinshasa has a tropical savannah climate with dry winter. The mean annual temperature is 25.3 ° C and the annual precipitation is 1,273.9 mm. The driest months are July and August with only 3 mm of precipitation and March and April the wettest with 196 mm of precipitation. The city-province covers an area of 9,965 km2 consisting of a large plateau (Plateau du Kwango), a chain of hills (Ngaliema, Amba, Ngafula mountains), a plain and swamps at the edge from the Malebo Pool. The plain is the most populated part and extends in the form of a crescent from Ngaliema bay in the West to the Kwango plateau in the East of Pool Malebo.

The annual temperature variations in the Kinshasa region are around 13 degrees Celsius. The climate is equatorial in nature (hot and humid), consisting of an 8-month rainy season. The dry season is from mid- May to mid-September. The rest of the year is relatively rainy, especially around March or November.

Several rivers of various dimensions cross the plains of the city-province, generally taking source in the hills, flowing from South to North, to throw itself in the Congo River. Smaller lakes, such as Lac Ma Vallée and Lac Vert, are also located there.

B. Average temperature and precipitation

Table n ° 4 Average temperature and precipitation in Kinshasa

C. Hydrography

Kinshasa, capital of the Democratic Republic of Congo is crossed in its border with Congo-Brazzaville by the Congo River. Inside, it is crossed by around twenty more or less parallel rivers, almost all having the same south-north direction. These rivers flow in valleys that are either silted up or cashed. These rivers which constitute one of the essential means for the evacuation of the waters of the capital, sometimes cause floods and erosions, because of a bad urbanization of certain corners of the city.

Rivers of silted valleys

The silted valleys include several rivers including the Ndjili River and the Nsele River, which are the two non-native rivers, which have their sources outside Kinshasa. Both come from the province of Bas-Congo and their beds are shallow.
– N’djili river: It flows in an alluvial plain of 280 meters and crosses the municipalities of Kimbanseke, Ndjili, Kisenso, Matete, Limete and Masina. The watershed of the Ndjili river covers an area of 1,980 km2 and flows into the Congo River by a delta with anastomosed arms at an altitude of 275 meters where its alluvium mixes with that of the river.

  • N’sele river: It has a 6,000 km2 basin and flows with many meanders in a valley from 280 to 350 m above sea level.
      • Tshangu river: It comes from the hills of the south of Kimbanseke, towards district 13 and it sbasin is 45 km2. It drains some districts of the communes of Kimbanseke, Ndjili and Masina where it receives the waters of the Mongo before flowing into the Congo river.
      • Tshwengeriver: It originates from the N’sele hillsat 340 m altitude. It crosses the municipalities of Kimbanseke and Masina. It receives few streams before flowing into the swamps of the river.
      • Matete river: It is the main tributary of the Ndjili river and crosses the municipalities of Lemba, Matete, Mont-Ngafula, Limete and Kisenso where it originates. It covers 10,600 meters of a very densely populated catchment area of around 1,276 hectares before throwing into the Ndjili with a flow of 110 m3.

Rivers of deep valleys

These are rivers born on the site of Kinshasa. All these rivers originate at the foot of hills with slopes greater than 20%, on steep slopes, sometimes developing cirques of erosion as they pass.

  • Lukunga River It is one of the most important rivers in the deep valleys, which is why it gave its name to the administrative district of the same name. The Lukunga River rises to the west on the hills of Ngomba Kikusa at an altitude of 520 m in the commune of Ngaliema.
  • Lubudi River: The Lubudi takes its source at the foot of Djelo Mbinza at an altitude of 450 m. It receives the waters of the Makelele River on its left bank.
  • Basoko river: It takes its source from the hills of Bumbu, and crosses in its passage, the communes of Ngiri-Ngiri and Bandalungwa, before flowing into the river at the level of Ngaliema bay.
  • Mampeza River: It is a small river, the size of a stream. Its main river and its arms come from the Devinière slope and drain the north of the Ngaliema district.
  • Bumbu and Funa rivers: The Bumbu (11 km) and Funa (9 km) rivers were born from the hills of the south, more precisely on the heights of Mont-Ngafula and Mont-Amba. They flow parallel through the communes of Bumbu, Mont-Ngafula, Selembao, Makala and join further in the commune of Kalamu.
  • Yolo River: rises on the slopes of Mont-Amba in the commune of Lemba and crosses three communes: Lemba, Ngaba and Limete. 12 km long and 3 to 5 m wide, the Yolo is 1 to 3 m deep and is fed by water from various streams.
  • Gombe river: Like the Bitshaku Tshaku, the Gombe River is wrongly considered a local river. On the other hand, it is an open-air rainwater collector, which turns into a river, in its mouth, before flowing into the Congo River.
  • Bitshaku Tshaku River: Like the Gombe, it too is a collector which turns into a river, at its mouth, before flowing into the Congo River. It rises at the crossroads of Red Cross and Market avenues, and flows into the river at the facilities of the Onatra shipyard in Ndolo.

Although constituting a major asset for the urbanization and sanitation of the city of Kinshasa, almost all the rivers flood the cities of the plains during the period of heavy rains, because of their bad management (Lack of cleaning, discharges of garbage, etc.).

Causes of the floods which will strongly constitute the workhorse for this project are:

  • flooding of watercourses.
  • slow ascent of rivers
  • rapid ascent of rivers
  • Congo river floods
  • backwater of local rivers
  • Urban runoff surges

D. Sols, géologie et végétation

The characteristics of the soils of the City-Province of Kinshasa depend on the geomorphological structure of the place where we are. Thus, they are different on the Bateke Plateau massif, on the hills, in the plains or in swamps. Generally speaking, these soils are essentially sandy with a few specific elements. They have a low water retention capacity and therefore have marginal utility for agricultural activities.

The Bateke Plateau, which is a two-hour drive from the center of the city to the east, is covered (i) with arenoferalsols, AC type profile, soil structure also found on the hills and ( ii) podzols, as in flat areas and in dry ponds. In other words, the surface of this Plateau consists of silicified rocks or polymorphic sandstone. Towards the hills of the southwest, there are, in places, a mixture of arenoferalsols with other soils with a kaolinitic or ferralitic tendency. Overall, they are recent mineral soils, developed on Kalaharian sand. They are characterized by a clay content of less than 20% over a depth of at least 100 cm, a low reserve of alterable minerals and a low water retention capacity.

“The types of soils of the City-Province of Kinshasa condition the types of vegetation that grow there and which are generally made up of savannas dotted with shrubs and interspersed with steppes and low- density forest galleries. These savannahs are giving way more and more to urban development and are now only located on the hills and the Bateke Plateau. In the East, on the Bateke Plateau, in the Municipality of Maluku, there are steppe or steppe savannas, with Zambezian specificities, in the eastern and southern parts of this Plateau. The slopes are covered with secondary forests derived from anthropogenic actions. Subequatorial semi-deciduous secondary forests and Guinean type shrub savannas are observed in the Municipality of Mont Ngafula, along the Route de Matadi. On the other hand, in the Municipality of Selembao, more to the north-west of the latter, grows, on clay sand, a mosaic of savannah and shrub savannas with loudetia demeuseï, herbaceous plant which can reach 1.70 m in height. Swampy vegetation grows in the Malebo Pool.

E. Relief

The city of Kinshasa is built on a contrasting topographic site, because it is both comfortable (the plain: the lower city) and restrictive (the hills: the upper city).

The relief is composed of a marshy and alluvial plain whose altitude varies between 275 and 300 m and a region of the hills with an altitude ranging from 310 m to 370 m consisting of the Ngafula, Ngaliema, Amba and plateaus Kimwenza and Binza. In general, the relief of the city of Kinshasa can be characterized by four main elements:

  • Pool Malebo: vast lake expansion dotted with islands and islets corresponding to the widening of the river bed between Kinshasa and Brazzaville. It stretches over 35 km with a maximum width of 25 km. On the Kinois side, it is surrounded by the Municipality of Ngaliema to the West, that of Maluku to the East and crosses the municipalities of Gombe, Barumbu, Limete, Masina and N’sele.
  • Kinshasa plain: the most urbanizable space in the city, not very sensitive to erosion, it is however exposed to a serious problem due to poor drainage of water. The plain has the shape of a banana surrounded by hills facing west-east. This configuration gives the site the shape of an amphitheater. This plain extends over almost 20,000 hectares with low sandy alluvial masses located between 260 and 225 m above sea level, penetrating to a depth of almost 10 km on average. It stretches from the Municipality of Maluku in the East, to the West where the feet of the Ngaliema hills stop its extension. The same plain welcomes the Congo River as soon as it enters Pool Malebo in the East and accompanies it to Ngaliema Bay in the West. She drops him before he starts facing the Kinsuka Falls in Ngaliema.
  • Terrace: set of low rumps above the plain from 10 to 25 m. It is the vestige of an area that only survives in the western part of the city, between N’djili and Mont-Ngafula, at the foot of the hills, of which it is the first step. Like the plain, this terrace is made up of a stony deposit of soft sandstone blocks mixed with sandstone with silica covering a yellow clay and surmounted by brown silt.
  • ?Hills area: the hills start a few kilometers from the Malebo pool. If in the East, we can consider some of them as witness mounds of the Batéké plateau in the West and in the South, in the West as in the South, nothing clearly indicates their origin. They extend over a very great depth and culminate at more than 700 m. They are rounded with soft shapes, shaped and shaped by local rivers which hollow out many heads of valleys in the shape of circuses. In this area, normal phenomena such as groundwater runoff or the evolution of circuses by regressive erosion are accentuated due to human activity. They then take on a catastrophic appearance.

II.4.3 Density of the Kinshasa population and potential passengers

Table n ° 5 Distribution of population density in Kinshasa

II.5 Railway network of the DRC

II.5.1 On the extent of the Republic

The DRC has 5.033km of railways, not interconnected and not having the same standard (1.067m, 1m and 0.6m of gauge). These lines are organized into 4 distinct networks:

  • A line connecting Matadi to Kinshasa (1.067m of space).
  • A line of a more extensive network in connection with Zambia, Angola and Lake Tanganyika and
    Lubumbashi as the central point.
  • A line connecting Kisangani to Ubundu (1m apart). and
  • A narrow gauge line in the Uélé region (0.6m apart).

Three companies in the Portfolio, namely, the SCTP (ex. ONATRA), (Uélés Railway) and SNCC (Congo National Railway Company), provide investment, management and exploitation of existing infrastructure. The SCTP and the SNCC benefited in 2014 from the equipment subsidy from the Government, in order to revive rail transport in the City of Kinshasa and in the south-eastern part of the country. However, given the facts on the ground, it turns out that the means of action of these companies are limited. This suggests their openness to private win-win partnerships that can boost the sector.

The DRC has 5.033Km of railways, the most geographically significant part of which is located in the East and managed by the SNCC. The most dense traffic is that which leads between Lubumbashi and Ilebo near 1685Km crossing 6 provinces in the slope from East to West. The Ilebo Kinshasa section cannot be used.

However, Kinshasa and Matadi keep a distance of 365Km. The other sections of the Uélés respond slightly to the needs of the populations. The following map shows the tracks of the railways.


II.5.2 Extent of the railway line of the city of Kinshasa province

The Kinshasa urban railway Single track lines have been traced since colonial times for not only passenger traffic, but also for goods and specifically for raw materials from surrounding manufacturing plants in the three specific communes, including: Limit , Kintambo and Gombe.

  • This single-track network, established since 1923, serves 12 of the 24 municipalities in the capital. It is located in the area between the Southeast, the North, the Center and the West. Its urban traffic exploitation zone is limited to Kasangulu in the Kongo-Central province. This network of 4 lines with a total length of 70.00 km is completely dilapidated.
  • Schematically, the urban railroad encamps the Central Station (Terminal) in the North-East part of the Municipality of la Gombe and precisely at the end of the Boulevard du 30 juin.
  • The first line is drawn parallel to HGV Avenue until the intersection of Funa Avenue. It progresses towards the station in the industrial part of Limete and continues its journey to turn left at 14th rue Limete. At this stage, it drops its continuous track and gives it to the second line towards the Matete station. After having pierced the heavy goods vehicle, the rail heads to the right parallel to the Congo river, then embraces, along the Petro-Congo site in its southern part to its terminal at Nd’jili airport to have traveled 22.7Km.
  • The second line given by the first at 14th street, crossed the Matete station, bypasses this town, embraces another called Kisenso to reach the Kimwenza station in Mont-Ngafula. Traffic ends at the last terminal called Kasangulu station after 9Km.
  • The third urban line is created at N’dolo station, crosses the bridge on avenue Kabasele ex-Flambeau in the commune of Barumbu, crosses avenue Itaga and enters the Commune of Kinshasa, successively crosses avenues Luambo Makiadi ex-Bokassa and Kasa-Vubu before heading into the town of Lingwala crossing avenue de la revolution Ex-Huileries. At its exit, it crosses avenue Pierre Mulele to start the commune of Gombe and turns towards Avenue Mudjiba, crosses the bridge over the Basoko river, rushes in its straight line to successively cross two communes including Kintambo and Ngaliema continuing along the right bank of the river to Kinsuka station, approximately 12 km from the N’dolo station.

II.6. Costs Operating

Table n° 6 Operating costs in US dollars

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II.7 SWOT analysis of the project

II.7.1 Strengths

  • Investment of 1.510 billion dollars unbeatable for several decades.
  • Modern and new generation materials and equipment.
  • A very solid market share in the transport and communication sector for 325Km.
  • Capacity to create direct markets from 6,000 to 8,000 jobs and from 100,000 to 120,000 indirect jobs.
  • An appreciation of the transport sector in the GDP will generate by the modern train of Kinshasa with a possibility of creating a potential demand of 16 million inhabitants or 16 million passengers.
  • Possibility of creating an import-substitution market in locally treatable materials and equipment and opening of an automobile market in the DRC.
  • Occupation of large spaces for urban planning and housing like other countries developed by the transport economy.

II.7.2 Weaknesses

  • Financial dependence on foreign partners and poor means of guaranteeing the cost of investment.
  • Low capacity of local skilled labor to the new technology works in rail traffic.
  • Small local market favorable only for passenger traffic and with 6% of new train tracks on 5.033 Km in the DRC.

II.7.3 Threats

  • Torrential rain, landslides, sabotage and erosion.
  • Unfair competition from road traffic on the price and routes taken by modern trains.
  • Passenger fraud, exemption from ticket prices for officials, national police and the army
  • Political tension and climate of insecurity in the city
  • Nasty theft or destruction of vehicles and other transport equipment

II.7.4 Opportunities

  • Make the city of Kinshasa the bastion of modern rail transport after 60 years of independence
  • Ensure the movement of populations and their goods, better than before, ie 2 to 3 million passengers per day.
  • Cover practically in the 24 municipalities of regular and intensive frequencies quality means of transport able to reduce failing to eradicate, traffic jams or traffic jams lasting several hours.
  • Extend traffic in the outlying provinces of Kinshasa, in particular in Kongo Central to Moanda (610Km), Kwango to Kikwit (525Km) and the other provinces to Sakania (2203Km).
  • Regularly guarantee the supply of means of transport on all high density lines of the population.
  • Initiate the locomotive assembly plant and manufacture of spare parts and other rail traffic equipment in the DRC.
  • Improve the quality of the workforce by introducing new innovative technologies and recycling.

II.8 Organization of marketing strategies

II.8.1 Media marketing

  • Organization of advertising actions through media supports. radio and TV
  • Create intuitive and educational spots on the role and importance of modern trains in the city of Kinshasa province and the opportunities for the development of the DRC,
  • Produced broadcasts, direct or delayed intervention in the TV or radio newspaper
  • Producing press briefings on the arrival of Tramway Kinshasa

II.8.2 Non-media marketing

  • – Production and printing of posters in the public square, signs and visibility banner for the new Kinshasa tram experience with charters from the new company,
  • – Distribution of advertising media such as: T-shirt, polo, knitting, loincloth, caps, leaflet,
  • – Organization of events: conference, motorized caravan, forum, workshop, express train fair, Pic-Nick, rail hike, sponsorship, etc.

II.8.3 Online marketing and social networks

  • Creation of a website for the production and dissemination of information on the new company, its quality services, its importance, its mission, its corporate purpose, its passenger capacity, its history, its opportunities or assets , online ticket purchase methods, its transport map, its traffic schedule, job offer, address or contacts, transport statistics and statistics, video, etc.
  • Production of face book, WhatsApp, Tweeter with pages on opinions and considerations on the quality of services.

II.8.4 Press marketing

Traffickers will need the information to be communicated through the press and for this the marketing and communication department will have to work on the organization of the following actions.

  • Data development on magazine pages
  • Creation of company catalogs with images revealing data from this company
  • Creation of magazines, articles, photo albums, video and other media for the written press, newspapers, etc.

II.9 Mobilization of human resources

Table n ° 7 Remuneration of personnel in US dollars

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TABLEAU Organizational chart

Part III: Need for financing the Program

III.1 Forecast of resources and expenses III.1.1 Resources

A. Hypotheses

  • H1: traffic will consist of 40 trains with a capacity of 350 passengers per train.
  • H2: The price per passenger will be $ 0.29 regardless of the route for any passenger without exception or exemption.
  • H3: the price will be agreed on 31 rotations according to the lines from 4 am to o o’clock.
  • H4: The traffic schedule is from Monday to Friday with the exception of non-working days and public holidays
  • H5: Rotating and probabilistic frequency of disembarking and boarding passengers 24 times from all lines
  • H.6: traffic receipts do not take into account other rental services from stations or various products and profits, advertising, tourism, filming and visibility payable, etc.

B. Monthly turnover
Table n ° 8 Forecast of monthly turnover in US dollars
III.1.2 Depreciation charges
A. Depreciation of capital
Table n ° 9 Three-year maturity of invested capital
B. Depreciation of real estate
Table n°9-2. Forecast Depreciation of real estate in US dollars
III.2 Evaluation of operating results and cash
III.2.1 Operating profit
Table n° 10 Gross operating income in millions of dollars
III.2.2 Cash
Table n ° 11 Cash flow table in US dollars in millions of dollars
III.1.3 Net Present Value and Internal Rate of Return
A. Net Present Value (NPV)
Table n ° 12 Net Present Value in Us dollars
B. Internal Rate of Return (IRR)
Table n ° 13 Internal Rate of Return IRR
III.2.4 Profitability of the Monetary Unit (RUM)
Table n ° 14 Profitability of the RUM Invested Monetary Unit
III.2.5 Recovery period (DRA) and Return to Investment (R.O.I)
A. Recovery Period
Table n° 15 Investment recovery period
B. Return to Investment
Table n ° 16 Return to Investment R.O.I
III.3 Profitability threshold and breakeven point
III.3.1 Profitability threshold
Table n ° 17 Profitability threshold
III.3.2 Dead Point
Table n° 18 Dead Point

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KINSHASA TRAMWAY – Financial Dossier


The financing of a state-of-the-art 325Km structure in the transport and communication sector in Kinshasa, capital of the Democratic Republic of Congo, for an amount of US $ 1.810 billion, is a work greatly useful for development. To realize this, the city currently has more than 16 million inhabitants of which 60% of the population is under 20 years old and has an intense mobility in terms of need to move in the 24 municipalities whose area is more than 9.8 thousand km2. The distances are so vast and the means of transport and arteries very limited.

This is why, the project is investing in this area for a period of 500 months with a starting capacity of 40 electric trains from 70 to 60Km / hours each of which will have the possibility of transporting 350 passengers. The traffic flow will mobilize more than 3 million passengers per day with intense traffic practically in the city center and in the outlying municipalities with high population density. Daily turnover will average 960 thousand dollars and after one month it will increase to 21.12 million dollars during the working days of the English week from Monday to Friday alone. This turnover will be realized only for rail traffic without counting the various products and profits on the lease of stations and services of advertisers of advertising spots in the facilities of the Kin tram.

At the end of the year, sales will rebound to $ 253.4 million with a strong capacity to cover operating expenses, mainly: fixed expenses and the annual capital cost. However, it is obvious that three-line traffic will actually start after 5 years of work and will hire a large workforce on the market. Admittedly, there will be no shortage of financial and material constraints during the traffic period, which is why exemptions and exemptions will be granted to this project in order to reduce budgetary constraints.

Similarly, Kinshasa Tramway is a company of public, social and collective interest which requires good use guaranteeing the consortium and the sustainability of urban traffic in the Democratic Republic of Congo. The initial capital of $ 1.810 billion will be a multiplier of future investments for the rest of the surrounding provinces which need to be opened up to integrate into the overall economic circuit.