The Bukavu-Uvira section of National Road No. 5 (RN5) reopened to traffic after nearly a month of closure. Traffic resumed on June 12, 2026, at Luvungi, where several vehicles had been stranded for weeks.

According to local sources, trucks, buses and cars that had been blocked on the route were able to continue their journeys after the restrictions were lifted. The reopening ends another period of disruption on one of South Kivu's most strategic road corridors.

The closure was ordered in mid-May for security reasons. Traffic was halted at Luvungi on the orders of South Kivu's interim governor, Jean-Jacques Elakano. The measure was intended partly to prevent traffic from moving between AFC/M23-controlled areas and government-held territory.

The decision took effect on May 15, leaving many travelers and vehicles stranded. The June 12 reopening came after 28 days of disruption, in a context where movement along the route remains closely tied to the security situation in the province.

During the closure, civil society groups, local elected officials and several economic stakeholders warned of its impact. They cited difficulties supplying markets, rising transport costs and restrictions on travel between Bukavu, Uvira and communities in the Ruzizi Plain.

Provincial lawmaker Jackson Kalimba had called for the urgent reopening of RN5, saying the closure was worsening conditions for residents and economic operators. Local stakeholders say the road remains essential for transporting goods, agricultural products, fuel and consumer items.

Vulnerable Corridor

The closure was not an isolated incident. Between March and early April 2026, the Bukavu-Uvira route had already experienced a prolonged traffic disruption. According to sources, that earlier closure lasted between about two weeks and nearly four weeks before traffic gradually resumed.

Even after traffic resumed, several road users continued to report difficulties crossing the route, the presence of barriers and constraints linked to the security situation. The return of traffic therefore did not amount to a lasting return to normal conditions.

RN5 remains a vital corridor for South Kivu. It directly links Bukavu and Uvira, two of the province's main economic and administrative centers, in a region where transport alternatives remain limited.

The corridor supports a significant share of trade in the southern part of the province. Any disruption quickly affects the movement of people, the transport of agricultural products, market supplies and commercial activity.

The June 12 reopening therefore brings immediate relief to transporters, traders and travelers. It also highlights the continuing vulnerability of transport infrastructure in eastern Democratic Republic of Congo.

As long as insecurity continues to affect areas crossed by or connected to the route, traffic on RN5 will remain exposed to repeated disruptions, with direct consequences for the local economy and residents' daily lives.

Boaz Kabeya 

The Democratic Republic of Congo's private subcontracting regulator, the Authority for the Regulation of Subcontracting in the Private Sector (ARSP), has authorized the resumption of inspections of companies subject to its oversight. The decision was signed on June 12, 2026, by the director-general of the public institution, Juan Ted Beleshayi Kasanda.

The measure applies to inspections that had been initiated but not completed in Kinshasa and the provinces of Kasaï Oriental, Kongo Central, Lualaba, Haut-Katanga, Haut-Uélé and Tanganyika.

According to the decision, the inspections were suspended following leadership changes at the ARSP. The new management cited the principle of continuity of public service as the basis for allowing ongoing inspections to resume and be completed.

The ARSP said, however, that the resumption will not automatically extend to all companies operating in the provinces concerned. Only companies named in new inspection authorizations issued under the decision will be subject to inspection.

Resumption Under Supervision

The decision also sets out the conditions governing the resumption of inspections. Inspection activities must take into account the business environment and comply with applicable operational guidelines. They must be conducted in an orderly and coordinated manner, based on prior planning.

That planning must notably take into account risks requiring mitigation, the careful selection of inspection teams and a comprehensive review of previous inspections conducted at each targeted company.

ARSP inspectors will be required to carry an inspection authorization duly signed by the director-general. They may request companies under inspection to provide their financial statements.

Information collected during inspections must be reviewed through a formal right-of-response procedure. Following the verifications, inspectors may prepare a report of findings after, where appropriate, issuing a notice of observations to the company concerned.

Employment and Statistics

The ARSP plans to conduct a systematic assessment of data collected from each company once the inspection deadlines have passed. The analysis is intended to produce statistics on access to subcontracting contracts by companies majority-owned by Congolese nationals.

The authority also intends to measure the impact of subcontracting on job creation. This objective remains central to Congo's law on subcontracting in the private sector, which seeks in particular to increase the participation of Congolese companies in contracts awarded by large corporations.

The inspection campaign was launched under the previous ARSP management led by Miguel Kashal Katemb. It forms part of broader efforts to monitor compliance with regulations governing subcontracting in the private sector, particularly in mining provinces and major economic centers.

Ronsard Luabeya

La circulation a repris sur la Route nationale n°5 entre Bukavu et Uvira, après près d’un mois de fermeture. Le trafic a été rétabli le 12 juin 2026 au niveau de Luvungi, où plusieurs véhicules étaient immobilisés depuis plusieurs semaines.

Selon des sources locales, des camions, bus et voitures bloqués sur cet axe ont pu reprendre leur trajet après la levée de la mesure. Cette réouverture met fin à un nouvel épisode de paralysie sur l’un des axes routiers les plus stratégiques du Sud-Kivu.

La fermeture avait été décidée à la mi-mai pour des raisons sécuritaires. Le trafic avait été bloqué à Luvungi sur ordre du gouverneur intérimaire du Sud-Kivu, Jean-Jacques Elakano. La mesure visait notamment à empêcher le passage de véhicules en provenance de zones contrôlées par l’AFC/M23 vers les zones sous contrôle gouvernemental.

Entrée en vigueur le 15 mai, cette décision a provoqué l’immobilisation de nombreux véhicules et voyageurs. La réouverture du 12 juin intervient après 28 jours d’interruption, dans un contexte où les mouvements sur cet axe restent étroitement liés à l’évolution de la situation sécuritaire dans la province.

Durant cette période, la société civile, des élus locaux et plusieurs acteurs économiques ont alerté sur les conséquences de la fermeture. Ils ont notamment évoqué les difficultés d’approvisionnement des marchés, la hausse des coûts de transport et les contraintes imposées aux populations entre Bukavu, Uvira et les localités de la plaine de la Ruzizi.

Le député provincial Jackson Kalimba avait appelé à la réouverture urgente de la RN5, estimant que la fermeture aggravait les difficultés des habitants et des opérateurs économiques. Pour les acteurs locaux, cette route reste indispensable au transport des marchandises, des produits agricoles, du carburant et des biens de consommation.

Corridor vulnérable

Cette fermeture n’est pas un épisode isolé. Entre mars et début avril 2026, l’axe Bukavu-Uvira avait déjà connu une interruption prolongée du trafic. Selon les sources, cette première fermeture aurait duré entre une quinzaine de jours et près de quatre semaines, avant une reprise progressive de la circulation.

Même après cette réouverture, plusieurs usagers continuaient de signaler des difficultés de passage, la présence de barrières et des contraintes liées au contexte sécuritaire. La reprise du trafic ne signifie donc pas un retour durable à la normale.

La RN5 demeure un corridor essentiel pour le Sud-Kivu. Elle relie directement Bukavu et Uvira, deux pôles économiques et administratifs majeurs de la province, dans une région où les alternatives de transport restent limitées.

Son fonctionnement conditionne une partie importante des échanges dans le sud de la province. Toute interruption se répercute rapidement sur la mobilité des populations, l’acheminement des produits agricoles, l’approvisionnement des marchés et les activités commerciales.

La réouverture du 12 juin apporte donc un soulagement immédiat aux transporteurs, commerçants et voyageurs. Mais elle illustre aussi la vulnérabilité persistante des infrastructures de transport dans l’Est de la RDC.

Tant que l’insécurité continuera de peser sur les zones traversées ou connectées à cet axe, la circulation sur la RN5 restera exposée à des interruptions répétées, avec des conséquences directes sur l’économie locale et les conditions de vie des populations.

Boaz Kabeya 

Lire aussi :

Bukavu-Uvira : reprise de la circulation après deux semaines d’interruption 

On June 12, 2026, Transport Minister Jean-Pierre Bemba reiterated that Air Congo would launch a direct route between Kinshasa and Brussels on July 1, 2026. He also cited Paris among the carrier's next planned international destinations as part of its network expansion.

However, in its June 9, 2026 update, the European Commission kept airlines certified by authorities in the Democratic Republic of Congo on the list of carriers banned from operating in European Union airspace because of persistent shortcomings in aviation safety oversight.

European regulations nevertheless provide an option for airlines subject to a ban. They may operate flights to the European Union using aircraft from a carrier that is not banned under a lease agreement covering aircraft, crew, maintenance and insurance. The arrangement is commonly known as a wet lease, or ACMI, for Aircraft, Crew, Maintenance and Insurance.

Air Congo plans to use that option through its partnership with Ethiopian Airlines. The Congolese carrier is owned 49% by Ethiopian Airlines and 51% by the Congolese state.

Strategic route

Air Congo has announced that the Kinshasa-Brussels service will be operated with a Boeing 787 Dreamliner provided by Ethiopian Airlines.

In practical terms, the Boeing 787-8 that will operate the Kinshasa-Brussels route, although carrying Air Congo branding, will be supplied by Ethiopian Airlines. The aircraft's crew, maintenance and insurance will also be provided by the Ethiopian carrier.

The launch of the Brussels route represents an important symbolic and commercial milestone. The Kinshasa-Brussels route is one of the most strategic for the Congolese diaspora, the business community and the longstanding political and institutional ties between the Democratic Republic of Congo and Belgium.

Air Congo plans to offer five weekly flights on Mondays, Wednesdays, Fridays, Saturdays and Sundays. The carrier will enter a market currently dominated by Brussels Airlines, which operates direct flights between Kinshasa and Brussels. Travelers also have connecting options through other European and African hubs.

Strengthening oversight

For Congolese authorities, the strategy is a transitional solution. It allows Air Congo to accelerate its international expansion while continuing reforms aimed at improving compliance of the national aviation system with international standards.

ICAO's removal of a Significant Security Concern (SSeC), announced on June 5, is a positive signal. The decision relates to aviation security, including measures designed to prevent unlawful acts and screening and security controls for passengers, cargo and access to restricted areas.

However, it does not by itself resolve the issue of the European Union's aviation safety list. That depends on the assessment of the Democratic Republic of Congo's Civil Aviation Authority (CAA) and its ability to sustainably oversee carriers, airworthiness, operations, maintenance and certification.

In the short term, the partnership with Ethiopian Airlines provides Air Congo with a pathway into the European market. In the medium term, the key challenge for the Democratic Republic of Congo remains strengthening the CAA's oversight capabilities so that carriers certified locally can eventually operate in Europe using their own operating certificates.

Timothée Manoke  

La province du Maï-Ndombe pourrait voir démarrer dans les prochains jours un programme d’infrastructures combinant la modernisation de plus de 80 kilomètres de routes et un projet d’aéroport moderne à Inongo. L’annonce a été faite par le gouverneur Lebon Nkoso Kevani, qui affirme que les financements sont disponibles et que certaines installations de chantier sont déjà en cours de mise en place.

Selon les informations communiquées par l’exécutif provincial, le volet routier concerne 14 kilomètres de voirie urbaine à Inongo, 64 kilomètres sur l’axe Inongo-Nkolobeke, ainsi que 3 kilomètres de voirie à Nioki et 3 kilomètres à Bokoro. Le lancement officiel des travaux devrait être effectué par le ministre national des Infrastructures et Travaux publics.

À ce stade, les autorités n’ont pas encore communiqué de calendrier détaillé, de durée d’exécution, de coût global ni d’entreprise attributaire pour l’ensemble du programme. Les annonces disponibles évoquent surtout un démarrage attendu « dans les tout prochains jours » et l’installation de chantiers dans certaines localités.

Le projet intervient dans une province où l’état des infrastructures routières reste l’un des principaux obstacles à la circulation des personnes et des marchandises. D’après les données provinciales citées par Actualité.cd, le réseau routier du Maï-Ndombe totalise 2 514 kilomètres, dont 1 078 kilomètres de routes provinciales primaires et 968 kilomètres de routes provinciales secondaires.

Malgré cette étendue, le réseau reste très peu modernisé. Selon les mêmes données, aucun kilomètre de route n’a été asphalté sur fonds publics dans l’ensemble de la province, à l’exception d’un kilomètre modernisé à Bendela par un acteur privé et de quelques mètres bétonnés à Inongo par le gouvernement provincial sortant.

Précisions attendues

Concernant l’aéroport annoncé à Inongo, les informations techniques restent encore limitées. Les autorités n’ont pas précisé s’il s’agit d’une modernisation de l’aérodrome existant, d’un élargissement de la piste ou de la construction d’une nouvelle infrastructure aéroportuaire.

Le dossier est toutefois suivi depuis plusieurs années. Une vidéo publiée par l’Agence congolaise des grands travaux indique qu’une mission d’étude avait été dépêchée à Inongo pour consolider les données de l’aérodrome, réaliser des levées topographiques et hydrologiques, inventorier l’existant et préparer une projection vers l’avenir.

Dans cette vidéo, l’infrastructure existante est présentée comme disposant d’une piste de 1 400 mètres de longueur sur 30 mètres de largeur, une configuration jugée limitée pour accueillir des appareils de plus grande capacité. L’ACGT y soulignait l’importance de l’aérodrome pour le trafic dans la zone, dans un contexte où l’état des routes réduit les alternatives de transport.

En mars 2025, la RTNC rapportait également qu’une mission de l’ACGT travaillait sur les préparatifs d’un projet d’aéroport moderne à Inongo. Le projet était alors présenté comme susceptible de bénéficier d’un financement dans le cadre de la coopération sino-congolaise.

La perspective d’un aéroport moderne à Inongo s’ajoute donc au programme routier annoncé par les autorités provinciales. Ces deux volets répondent au même enjeu : améliorer la desserte d’une province encore fortement enclavée et faciliter les échanges entre Inongo, les autres localités du Maï-Ndombe et le reste du pays.

 Boaz Kabeya 

 Lire aussi :

Routes agricoles : la réhabilitation de 280 km lancée dans le Mai-Ndombe 

Le 12 juin 2026, le ministre des Transports, Jean-Pierre Bemba, a réitéré l’annonce de l’ouverture par Air Congo d’une liaison directe entre Kinshasa et Bruxelles à partir du 1er juillet 2026. Il a également cité Paris parmi les prochaines destinations internationales envisagées par la compagnie, dans le cadre de l’expansion de son réseau.

Pourtant, lors de sa mise à jour du 9 juin 2026, la Commission européenne a maintenu les compagnies certifiées par les autorités de la RDC parmi les transporteurs interdits d’exploitation dans l’espace aérien de l’Union européenne, en raison de lacunes persistantes dans la supervision de la sécurité aérienne.

La réglementation européenne prévoit toutefois une possibilité pour les compagnies frappées par une interdiction : elles peuvent opérer vers l’Union européenne en utilisant des appareils d’une compagnie non interdite, dans le cadre d’un contrat de location avec équipage, maintenance et assurance. Ce mécanisme est communément appelé wet lease ou ACMI, pour Aircraft, Crew, Maintenance and Insurance.

C’est cette option qu’Air Congo entend utiliser grâce à son partenariat avec Ethiopian Airlines. Le transporteur congolais est détenu à 49 % par la compagnie éthiopienne et à 51 % par l’État congolais.

Ligne stratégique

Air Congo a d’ailleurs annoncé que la desserte Kinshasa-Bruxelles sera opérée à bord d’un Boeing 787 Dreamliner mis à disposition par Ethiopian Airlines.

Concrètement, cela signifie que le Boeing 787-8 qui reliera Kinshasa à Bruxelles, bien qu’aux couleurs d’Air Congo, sera fourni par Ethiopian Airlines. L’équipage, la maintenance et l’assurance de l’appareil relèveront également de la compagnie éthiopienne.

L’ouverture de Bruxelles représente un enjeu symbolique et commercial important. La ligne Kinshasa-Bruxelles est l’une des plus stratégiques pour la diaspora congolaise, les milieux d’affaires et les relations institutionnelles entre la RDC et la Belgique.

Air Congo prévoit d’y proposer cinq fréquences hebdomadaires, les lundi, mercredi, vendredi, samedi et dimanche. La compagnie viendra ainsi se positionner sur un marché aujourd’hui dominé par Brussels Airlines, qui assure des vols directs entre Kinshasa et Bruxelles. Les voyageurs disposent aussi d’options avec correspondance via d’autres hubs européens ou africains.

Renforcer l’AAC

Pour les autorités congolaises, cette stratégie constitue une solution transitoire. Elle permet d’accélérer l’ouverture internationale d’Air Congo tout en poursuivant les réformes nécessaires pour améliorer la conformité du système aérien national aux standards internationaux.

La levée de la préoccupation de sûreté par l’Organisation de l’aviation civile internationale (OACI), annoncée le 5 juin dernier, constitue un signal positif. Elle concerne toutefois la sûreté de l’aviation civile, c’est-à-dire les dispositifs liés à la prévention des actes illicites, au contrôle des passagers, du fret et des accès aux zones sensibles.

Elle ne règle donc pas, à elle seule, la question de la liste européenne de sécurité aérienne. Celle-ci dépend de l’évaluation de la capacité de l’Autorité de l’aviation civile (AAC) de la RDC à superviser durablement les transporteurs, la navigabilité, les opérations, la maintenance et la certification.

À court terme, le partenariat avec Ethiopian Airlines offre donc à Air Congo une voie d’accès au marché européen. À moyen terme, l’enjeu pour la RDC reste de renforcer la AAC afin de permettre, un jour, aux transporteurs certifiés localement d’opérer en Europe sous leur propre certificat.

Timothée Manoke  

Lire aussi :

Transport aérien : la RDC améliore sa conformité aux normes de l’OACI

 Air Congo porte sa flotte à cinq avions en moins de deux ans

L’Autorité de régulation de la sous-traitance dans le secteur privé (ARSP) a levé la suspension de ses missions de contrôle auprès des entreprises principales. La décision a été prise le 12 juin 2026 par le directeur général de l’établissement public, Juan Ted Beleshayi Kasanda.

Cette mesure concerne les missions initiées mais non clôturées dans la ville-province de Kinshasa, ainsi que dans les provinces du Kasaï Oriental, du Kongo Central, du Lualaba, du Haut-Katanga, du Haut-Uélé et du Tanganyika.

Selon la décision consultée, la suspension de ces contrôles était intervenue à la suite des changements opérés à la tête de l’ARSP. La nouvelle direction invoque le principe de continuité du service public pour justifier la poursuite et la clôture des missions déjà engagées.

L’ARSP précise toutefois que les contrôles ne viseront pas automatiquement toutes les entreprises principales opérant dans les provinces concernées. Seules les sociétés reprises dans les nouveaux ordres de mission établis après cette décision feront l’objet d’un contrôle.

Reprise encadrée

La décision fixe également les conditions de reprise des missions. Leur poursuite devra tenir compte du climat des affaires et respecter les instructions de service applicables. Les contrôles devront être organisés de manière ordonnée et groupée, sur la base d’une planification préalable.

Cette planification devra notamment prendre en compte les risques à mitiger, la sélection rigoureuse des équipes d’inspection ainsi que l’état exhaustif des missions antérieures effectuées dans chaque entreprise principale ciblée.

Les inspecteurs de l’ARSP devront être porteurs d’un ordre de mission dûment signé par le directeur général. Ils pourront demander aux entreprises contrôlées la communication de leurs états financiers.

Les informations collectées devront être traitées de manière contradictoire. À l’issue des vérifications, les inspecteurs pourront dresser un procès-verbal de constatations, après avoir éventuellement communiqué une feuille d’observations à l’entreprise concernée.

Emploi et statistiques

L’ARSP prévoit une évaluation systématique des données collectées, entreprise par entreprise, à l’expiration des délais fixés pour les missions. Cette analyse doit permettre de produire des statistiques sur l’accès des entreprises à capitaux majoritairement congolais aux marchés de sous-traitance.

L’autorité entend aussi mesurer l’impact de la sous-traitance sur la création d’emplois. Cette dimension reste au cœur de la loi congolaise sur la sous-traitance dans le secteur privé, qui vise notamment à favoriser la participation des entreprises congolaises aux marchés confiés par les grandes sociétés.

Ces missions de contrôle avaient été lancées sous la précédente direction de l’ARSP, conduite par Miguel Kashal Katemb. Elles s’inscrivaient dans le suivi de l’application de la réglementation relative à la sous-traitance dans le secteur privé, notamment dans les provinces minières et les grands centres économiques.

Ronsard Luabeya

Lire aussi :

Sous-traitance: Ted Beleshayi arrive à l’ARSP en pleine montée des contrôles

Sous-traitance : l’ARSP veut mesurer l’impact réel sur l’emploi

Sous-traitance : chute de 30 % des marchés déclarés en 2025, Kamoa quasi absente du fichier

Godard Motemona Gibolum assumed leadership of the Mining Fund for Future Generations (FOMIN) on June 12, following his appointment by presidential decree on June 3.

The handover ceremony took place in Kinshasa, where he succeeded Faustin Biringanine Mbashamulume.

His arrival comes at a sensitive moment for the public institution, which is responsible for safeguarding a portion of the revenue generated by mining activities for the post-mining era and future generations.

For several months, FOMIN's governance has come under scrutiny from civil society organizations and union representatives, who have called for greater transparency in the management of the fund's resources.

In March 2026, union representatives questioned the previous leadership's management of the institution, alleging the misappropriation of more than $100 million. According to the union, approximately $102 million was transferred to a company known as Fast Réseau de Service au Congo.

The representatives also raised concerns about suspected overbilling, abuse of authority and transactions they considered questionable. Among the cases cited were more than $18 million in financing provided to Babil Mining and the purchase of a building in Kinshasa's Gombe district for approximately $15.07 million.

Large Resources Remain Unused

As early as September 2025, Afrewatch referred the matter to the Court of Auditors, requesting an audit of FOMIN's management since 2018 and arguing that the fund's governance lacked transparency. The concerns reflected broader questions about how mining royalty revenues are managed and tracked.

FOMIN is primarily financed through a share of mining royalties. Under the Mining Code, that share was historically set at 10%. However, a more recent distribution formula, introduced in part through the creation of FONAREV, allocates 8% of royalties to the fund. The change remains contested by some stakeholders.

According to a study by the Center for Research in Public Finance and Local Development (CREFDL), FOMIN generated an estimated $857 million in revenue between 2020 and 2025, compared with projected revenue of $639 million. Actual collections therefore exceeded projections by 34.1%.

During the same period, only $441 million was committed or spent, representing 51.52% of the resources available to the fund. Nearly $415 million remained idle in its accounts.

For CREFDL, the figures raise questions about FOMIN's ability to deploy available funds effectively, the coherence of its investment strategy and the accountability surrounding certain expenditures.

Restoring Confidence

The new leadership therefore faces a dual challenge: restoring confidence in the fund's management and improving the use of revenues generated by the mining sector. The objective will be to transform FOMIN into a genuine long-term investment vehicle capable of financing strategic projects while meeting standards of transparency, accountability and public oversight.

Upon taking office, Godard Motemona acknowledged the scale of the task ahead. He called on staff to work collectively to strengthen the institution's performance and better align its resources with its founding mission.

"We must build on what has already been achieved for the benefit of future generations and turn it into an opportunity for development that helps guarantee peace," he said.

Godard Motemona brings significant political and institutional experience in the mining sector to his new role. A former national lawmaker elected from Kinshasa's Mont-Amba constituency, he also served as deputy minister of mines in the governments led by Jean-Michel Sama Lukonde and Judith Suminwa.

That background has given him extensive knowledge of mining governance, the management of extractive-sector revenues and the role of public institutions in overseeing natural resources. However, his ability to chart a new course for FOMIN will ultimately be measured by improvements in transparency, clearer investment decisions and the effective use of the fund's available resources.

Ronsard Luabeya

Kinshasa provincial Finance Minister Magloire Kabemba announced on June 11, 2026, that an electronic payment system for the statistical embarkation tax collected at N’djili International Airport will take effect in July.

The announcement came during a visit to the airport, where the provincial minister observed the installation of equipment intended for the implementation of the new collection system.

The statistical embarkation tax, commonly known as the “Kimbuta tax,” is the provincial share of the $5 fee paid by passengers departing from airports in Kinshasa. It is charged in addition to the passenger IDEF fee, better known as Go-Pass, an airport levy managed by the Airports Authority (RVA).

Under the announced arrangements, the amounts paid by travelers will remain unchanged. For domestic flights, the total fee will continue to be $15, including $10 for the RVA and $5 for the City of Kinshasa. For international flights, the total will remain $55, including $50 for the RVA and $5 for the province.

The main change concerns the payment method for the provincial share, which must now be paid electronically. Through the digitalization initiative, the City of Kinshasa aims to improve the traceability of funds generated by the tax and reduce weaknesses in the current collection system.

Revenue to Be Secured

These concerns are not new. In an article published in October 2019, DeskEco had already highlighted significant gaps between the expected revenue and the amounts actually collected from the statistical embarkation tax.

The outlet reported that the City of Kinshasa collected about $1.409 million between 2017 and June 2019. Based on estimated traffic of 420,000 passengers per year and a tax of $5 per passenger, potential revenue could have exceeded $2 million annually.

Provincial authorities at the time cited difficulties accessing bank statements and a lack of visibility into actual collection flows. The digitalization initiative announced this month is therefore aimed at addressing a longstanding issue involving the safeguarding of provincial revenue.

The initiative comes as the RVA is pursuing a separate project to digitalize the Go-Pass fee. That project aims to replace paper coupons with an electronic payment system designed to improve the traceability of revenue linked to the passenger IDEF fee.

In March 2026, the Public Procurement Regulatory Authority (ARMP) published a decision granting provisional contract award status to Mayele SAS for $4.06 million.

That process was suspended in early May 2026 by the ARMP’s Dispute Resolution Committee following an appeal filed by Veritas Engineering & Project Management Consultants against the RVA. The challenging company is seeking, among other things, a review of the documents that led to the provisional contract award. The ARMP ordered an audit before any final decision is made.

Contracts to Be Clarified

The system intended for the City of Kinshasa was reportedly developed by TRAFIGO SARL, according to several local media outlets. Available information does not specify the procedure that led to the selection of the company or the contractual terms governing its collaboration with provincial authorities.

TRAFIGO is a Congolese company established in 2016 and led by Magali Kayitesa Raway. The company highlights its expertise in securing and digitalizing payment operations.

It became known in particular through the deployment of an electronic payment system for border crossing fees at the Kasumbalesa border post on behalf of the Directorate General of Customs and Excise (DGDA).

According to several media reports relaying statements from the DGDA and TRAFIGO, the system helped improve revenue collection and supported financing for the modernization of the border post, which was inaugurated in October 2023 by President Félix-Antoine Tshisekedi Tshilombo. Those results would, however, benefit from confirmation through consolidated official data.

For Kinshasa, the digitalization of the provincial share of the embarkation tax therefore represents an important test. It could improve revenue monitoring, reduce areas of opacity and strengthen the province’s ability to mobilize its own resources.

But the effectiveness of the system will also depend on transparency surrounding the contract, monitoring of collected funds and the regular publication of revenue actually transferred to the provincial treasury.

Timothée Manoke 

Representatives of a consortium comprising Mida Advisors, Standard Bank and Bank of America met with Democratic Republic of Congo Prime Minister Judith Suminwa in Kinshasa on June 11.

According to Aymeric Saha, chief executive officer of Mida Advisors, the consortium presented an innovative financing framework aimed at securing funding at attractive interest rates and with longer repayment periods. Saha said financing could be structured over 15 to 20 years, making it better suited to large-scale projects in energy, transport, railways, ports and industrial processing linked to the mining sector.

The proposed framework relies on guarantee and insurance instruments designed to reduce perceived investment risk and improve financing conditions available to the DRC. Saha noted that infrastructure financing costs across Africa remain high despite the continent's significant development needs.

In April 2026, the DRC raised $1.25 billion through its first sovereign Eurobond issuance. The transaction confirmed investor appetite for Congolese sovereign debt, although at a relatively high cost. The two tranches were issued at yields of 8.75% and 9%, with average maturities of five and 10 years.

Institutional investors

The consortium also highlighted its ability to broaden the DRC's access to international capital markets. It said the initiative could help attract U.S. institutional investors, including pension funds and insurance companies, which have traditionally been cautious about emerging-market investments.

According to Saha, such investors could consider Congolese projects if they are properly structured, supported by adequate guarantees and backed by effective risk-mitigation mechanisms. Under the proposed arrangement, Mida Advisors would serve as lead arranger, working alongside Standard Bank and Bank of America.

Mida Advisors is a U.S.-based financial advisory and project development firm specializing in raising capital for emerging markets, particularly in Africa. The company says it has helped secure more than $2.8 billion in financing across emerging markets and supported more than 75,000 jobs through a network of over 80 institutional investors.

Strategic projects

The initiative is intended to build on the strategic partnership agreement signed between the DRC and the United States on Dec. 4 last year. Saha said the agreement created opportunities to finance high-impact projects capable of transforming key sectors of the Congolese economy.

The agreement identifies several categories of projects expected to drive economic cooperation between the two countries. A central focus is the development of critical minerals, including the creation of a Strategic Asset Reserve to support mineral exploration, development and extraction projects.

The partnership also targets domestic mineral-processing initiatives, including refining, smelting, hydrometallurgical processing, downstream processing activities and the reprocessing of mining waste.

The two sides have also committed to working together to secure financing for the implementation of the DRC's designated strategic projects. These initiatives have been identified by Kinshasa as central to its long-term development strategy and aligned with the objectives of the partnership.

An initial list of 52 projects has been submitted to the Joint Steering Committee, and the Congolese government is currently selecting the first 15 priority projects. The agreement already identifies several flagship initiatives, including the Sakania-Lobito corridor and the Grand Inga hydropower project.

The challenge now will be to translate the consortium's interest into concrete financing commitments. For Kinshasa, the ability to develop bankable projects, secure guarantees and strengthen investor confidence will determine the extent to which this new financing channel delivers tangible results.

Pierre Mukoko & Ronsard Luabeya