The Truth About the Congo: The Chicago Tribune Articles

by Frederick Starr

VIII.

January 27, 1907.

THE actors in the Congo drama are now clearly before us—the black man and the white man, the state official, the trader, and the missionary.

Travel in the Congo state is, naturally, for the most part by water. The mighty river is the main member in a water system surpassed only by that of the Amazon. The Congo itself presents a total length of almost 3,000 miles, of which more than 2,000 is navigable. The vast network of tributary streams, with a total length of almost 17,000 miles, gives nearly 5,000 miles more of navigation connected with that of the main river.

To-day these thousands of miles of navigation are utilized by a fleet of steamers eighty or more in number. Most of these are vessels of the state; a smaller number belong to the great concession companies; a few are the property of the missions. Many of them are small, but some of the more recent steamers constructed for the state are vessels of 400 tons burden. They are flat-bottomed steamers of small draft, because the rivers through which they ply are often shoaled by sand banks. Even the mighty Congo itself, at certain seasons of the year, becomes dangerous and almost impassable, even for vessels of this light draft. By means of these boats it is easy now for travelers not only to go over the chief part of the main river but to enter the larger tributaries at their mouth and travel for hundreds of miles up towards their sources.

It can be well imagined with what surprise the natives saw the first steamer. The pioneer vessels were brought in pieces to the head of navigation for sea steamers, and then transported by human carriers the weary distance from Vivi, near Matadi, around the cataracts to Stanley Pool, where the parts were assembled and the vessels prepared for service. Some of the earliest steamers are still in service, and, while they have been eclipsed in size and power and speed by later vessels, have a true historic interest. No vessel on the Congo deserves more or has a better record than the Peace. This was the earliest of the mission steamers, presented to the B. M. S. by Robert Arthington of Leeds, England. It was throughout its history in charge of George Grenfell, the intrepid missionary explorer, whose death took place during our stay in the Congo.

We saw the little vessel at Yakusu, and looked at it with especial interest. In it George Grenfell explored many thousand miles of unknown waterway. With it he made the study which enabled him to construct the best navigation maps and charts so far published of the Congo—charts which the state still uses on its own steamers.

The state steamers are, of course, primarily for the service of the state. So far as the main river is concerned, a steamer is started from Leopoldville for the trip to Stanley Falls every ten days, taking from twenty-four to thirty days to make the journey. The down trip requires less time, and can be made under favorable circumstances in fourteen days—the usual time being seventeen or more. By these steamers state officials are taken to their posts, workmen and soldiers are transported to their place of service, chopboxes and other supplies are taken to the state employés, materials for construction are taken to the place where needed, products, such as rubber, ivory, and copal, are brought to Leopoldville for shipment. Generally they are well loaded with both passengers and cargo.

The company boats do for the company what state boats do for the state—transporting from place to place, bringing in supplies, taking out products. Similarly the mission steamers are intended solely for the movement of the missionaries and their supplies. The state boats may carry freight and passengers, but only when they are not loaded fully with the materials of the state. Arrangements must be made by strangers, and it is only when the state is favorable that they may travel or ship goods. The company boats are not allowed to carry outside passengers or freight without the express permission of the state, but are obliged to carry state people and freight in cases of especial need. If a mission steamer carries outside passengers or freight, it can do it only gratuitously.

In the steamers of the state the traveler who has permission to embark upon them pays for a ticket, which entitles him merely to transportation; he is expected to pay five francs a night additional for his cabin; for food he pays twelve francs per day during the period of the voyage. The steamers of every class tie up at evening, and no traveling is done at night. In steamers of the larger class there may be as many as four white employés—the captain, his assistant, a commissaire, or steward, and the engineer. In smaller steamers there are only the captain and the engineer. All the crew and employés in the cabins, mess, and deck are blacks. In steamers with an upper deck, the blacks are expected to stay below; only when called for special service are they allowed on deck.