In our last PS update (October 2004) on African ports and concessioning in Angola, a local maritime agency representative said: “It’s almost 100% sure that the final concessions will be:<\/p>\n
. APMT\/Maersk – the container terminal . Nile Dutch Africa Line (NDS) – the general cargo terminal . Unicargas (state control) – the multipurpose terminal The hope was then that a conclusion could be reached by the end of 2004.<\/p>\n
Whilst this statement remains true for NDS and Unicargas the situation is not so straightforward for Maersk and the container terminal. The Supreme Court has just confirmed the decision of the regular court, accepting the claim of the old concessionaries of the terminal regarding the irregularities found in the tender process. Our same agency man now reports: “At the moment no one knows exactly how they will solve the problem, but the decision is confirmed. He continues “The problem is now isolated and only concerns the container terminal; the other two concessions – general cargo an multipurpose – are closed and okay.” As to solving the container terminal problem, he surmises: “A solution can be found between the old concessionaries and APMT by granting the latter a considerable share in the new concession. A new tender just for the container terminal can be opened.”<\/p>\n
It is believed that those that contested the tender process consisted of SGEP, operators of Luanda’s third terminal whose partners involved several interests including Italian Communist Party, and Intertransit who were operators of the port’s second terminal.<\/p>\n
KENYA TO BUILD SECOND PORT?<\/p>\n
It has been reported in the local African press that the Kenya Ports Authority (KPA) will invest US$196m in the expansion of Mombasa’s container terminal. The authority also unveiled a 15-year Port of Mombasa Master Plan that charts out a new vision designed to transform the port and enhance its service delivery.<\/p>\n
KPA managing director Brown Ondego said the initiative is geared towards helping the authority deal with the many challenges faced by the port, including the constantly increasing volumes of export and import cargo.Ondego called for an early identification of a new site to build a second port before Mombasa, which is currently running at 60% of its capacity, is overwhelmed by growing inflows.<\/p>\n
“We have to think seriously about having the construction of a second port in five years time, ” Ondego told stakeholders.<\/p>\n
He said expansion of the terminal, which could start within the next financial year, would be done in phases. The first stage involves improvement of the yard, rationalisation of railway tracks and provision of proper gate and truck packing facilities.<\/p>\n
Transport minister Chris Murungaru said the Government had also initiated measures for the improvement of road and rail network.”<\/p>\n
My ministry is aware that for the port to achieve the set objectives outlined in the Master Plan, the Government must play a supportive role by continuing to invest in new and improved road and rail network, ” Murungaru said.<\/p>\n
GHANA – LIBERATION WITHELD Once again the Ministry of Ports and Harbours has withheld the liberation of stevedoring operations in Takoradi and Tema ports.<\/p>\n
This system if implemented would allow shipowners to freely choose which stevedoring company to do business with. The Ghana Maritime Authority (GPHA) has been tasked to look into the policy and make appropriate recommendations to the Ministry. The system could be reintroduced this year, depending on what would be recommended by the Authority. Currently nine stevedoring companies including GPHA are clearing cargo according to specific quotas allocated to them. GPHA has 30% and Atlantic Port Services APS 15%. Three others including Golden Gate and Odart have 10% each and the remaining companies have 5% each.<\/p>\n","protected":false},"excerpt":{"rendered":"
Steve Cameron provides an update on the tortuous process of concessioning out terminal operations in Africa.<\/p>\n","protected":false},"author":8,"featured_media":6626,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[52],"tags":[],"sponsor":[],"class_list":["post-6625","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-africa"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/posts\/6625","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/comments?post=6625"}],"version-history":[{"count":1,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/posts\/6625\/revisions"}],"predecessor-version":[{"id":6627,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/posts\/6625\/revisions\/6627"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/media\/6626"}],"wp:attachment":[{"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/media?parent=6625"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/categories?post=6625"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/tags?post=6625"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport\/wp-json\/wp\/v2\/sponsor?post=6625"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}