OURPORTS

Issue No. 3 - September, 2007

Official Publication of The Port Management Association of Eastern & Southern Africa

PIRACY:THE REGION FIGHTS BACKPIRACY:THE REGION FIGHTS BACK

PMAESA Comes of AgePMAESA Comes of Age

IMO Wreck Removal ConventionIMO Wreck Removal Convention

What is the Role of Ports in Africa?What is the Role of Ports in Africa?

Regional and World Port Statistics 2006Regional and World Port Statistics 2006

PMAESA

Publisher:Jerome Ntibarekerwa

Editor:Njuguna Mutonya

Contributors:Brenda Horne (SOUTH AFRICA)Anissa Ali (DJIBOUTI)Harry Abok (KENYA)Stella Aualah (NAMIBIA)Isaac Onyango (PMAESA)Andrew Mwangura (SAP)Julius Barigaba (UGANDA)Janeth Ruzangi (TANZANIA)

Photography:Aman Abdoulkadir (DJIBOUTI)Abdelali Bencheqroun (MOROCCO)Jardine Makazi (RICH PICTURES)Saidi Bugu (RICH PICTURES)

Design & Layout:Mubarak Adam (PMAESA)Ouma Gabriel

Editorial Team

Address:P. O. Box 99209, Mombasa - KENYATel: + 254 41 222 3245Fax: +254 41 222 8344Email: pmaesa@pmaesa.orgWebsite: www.pmaesa.org

Contents

Our Ports 1

PMAESA

Read the e-PMAESA Newsletterevery month

Contacts:Njuguna Mutonya-dmutonya@pmaesa.orgMubarak Adam-msodha@pmaesa.org

Secretary-General’s Message ............................ 2

PMAESA Secretariat Launch .............................. 3

Regional Security Meeting in Mombasa ............. 4

Stop Piracy! Governments Urged ....................... 5

APM in Tangier ................................................. 10

COMESA Rates Drop ....................................... 13

IMO Wreck Removal Conference ..................... 16

PMAESA Launch picture spread ................18 - 19

Second Terminal for Mombasa ......................... 20

Grindrods Moves to Maputo ............................. 21

Indian Ocean Cruise News .............................. 23

WBCG Targets Copper-belt ............................. 30

What is the Role of Ports? ............................... 32

Body to Regulate NPA ..................................... 33

Regional & World Port Statistics .............. 36 - 37

TPA’s First Birthday ......................................... 38

Publisher:Jerome Ntibarekerwa

Editor:Njuguna Mutonya

Contributors:Brenda Horne (SOUTH AFRICA)Anissa Ali (DJIBOUTI)Harry Abok (KENYA)Stella Aualah (NAMIBIA)Isaac Onyango (PMAESA)Andrew Mwangura (SAP)Julius Barigaba (UGANDA)Janeth Ruzangi (TANZANIA)

Photography:Aman Abdoulkadir (DJIBOUTI)Abdelali Bencheqroun (MOROCCO)Jardine Makazi (RICH PICTURES)Saidi Bugu (RICH PICTURES)

Design & Layout:Mubarak Adam (PMAESA)Ouma Gabriel

Editorial Team

Address:P. O. Box 99209, Mombasa - KENYATel: + 254 41 222 3245Fax: +254 41 222 8344Email: pmaesa@pmaesa.orgWebsite: www.pmaesa.org

Contents

Our Ports 1

PMAESA

Read the e-PMAESA Newsletterevery month

Contacts:Njuguna Mutonya-dmutonya@pmaesa.orgMubarak Adam-msodha@pmaesa.org

Secretary-General’s Message ............................ 2

PMAESA Secretariat Launch .............................. 3

Regional Security Meeting in Mombasa ............. 4

Stop Piracy! Governments Urged ....................... 5

APM in Tangier ................................................. 10

COMESA Rates Drop ....................................... 13

IMO Wreck Removal Conference ..................... 16

PMAESA Launch picture spread ................18 - 19

Second Terminal for Mombasa ......................... 20

Grindrods Moves to Maputo ............................. 21

Indian Ocean Cruise News .............................. 23

WBCG Targets Copper-belt ............................. 30

What is the Role of Ports? ............................... 32

Body to Regulate NPA ..................................... 33

Regional & World Port Statistics .............. 36 - 37

TPA’s First Birthday ......................................... 38

he opening of the new PMAESA secretariat in August this year signifies a gigantic leap in the Tgrowth of the organization which was born in

1976.

Although it enjoyed the hospitality of the Kenya Ports Authority which housed it in its Bandari College for all those years, it suffered the problem of obscurity making it virtually unknown unless to those who directly did business with it.

That is why, its relocation to an autonomous location at the plush Kizingo Estate in Mombasa is being viewed with so much enthusiasm by its staff and even the partners and stakeholders.

The opening ceremony was a befitting Who is Who in Mombasa and the preparations which had sapped the energies of the scant staff truly fulfilling as PMAESA stood up proud and tall to be counted.

But apart from the physical relocation, PMAESA under Secretary General Jerome Ntibarekerwa has shifted gear to make its presence felt at all levels to ensure that its mandate is truly executed for the benefits of the regions that it represents.

With 20 member states, its role in the continent and further afield is continually being felt especially with the joint consultations with sister organizations PMWACA and UAPNA.

PMAESA Comes Of Age

02 Our Ports Magazine

regional maritime force, possibly as a maritime component of the Africa Standby Force or under the various RECs

There is a need to conduct bi-lateral and multilateral engagement in the form of continued conferences, exercises and joint operation. Those opportunities will help to foster good relations, share and standardize “Best practices” and develop information and intelligence sharing regimes.

At national level, there is need to build awareness and political will as a starting point for future efforts. The various national agencies with stakes in maritime safety and security should work together to develop National Maritime Strategies

Regarding the role of the international community, we wish to emphasize the need for the international

FROM THE organizations to promote good governance, transparency and accountability. We recommend that international actors should lend SECRETARY their expertise and support.

GENERAL'S DESKOur ports must be competitive enough to face the challenges of globalization and that the best way to

It is my great honour, once again to introduce the 3rd position ourselves is by coming together through Publication of OUR PORTS , PMAESA's official consultations, workshops, conference, business magazine. As I have indicated in the last magazine, our meetings, etc, to exploit the opportunities created by the ports in the region still face many challenges which spirit of cooperation. This goes hand in hand as ports every body on port /maritime industry have to contribute will react towards future requirements and the dynamic .Our leaders in this sector have to take in to demands of our customers. Our customers now consideration new context of globalization as one of the demand efficient services as christened by 'just-in-time' challenges for Africa ports. principles. My message of today will be only focused on two issues: maritime safety/terrorism with lessons learned We need to be ware of the changing trends of the and port competitiveness. shipping industry

globally to enable us M a i n t h r e a t s a n d m a i n t a i n o u r vulnerabilities to maritime relevance as logistic security has identified to illegal centers in the supply chain. fishing, environmental damage, For example, the growing smuggling of drugs, humans and arms. sizes of ships- modern vessels now come in Inadequate port security is also one of the between 5000 to 10000 TEU capacity with sources of vulnerability. draft of over 14 meters. In Africa region, the identified weaknesses are the lack of awareness and training, proper legislation, Shipping lines are merging with only a few controlling a inadequate resources and coordination and bigger percentage of the container business. The cooperation among our security personnel in the port implications here are that the lines reduce their and maritime sector. operating costs while ports must invest in infrastructure It is also evident that neighbour-states do not have to handle such sizes of vessels and to be hub ports. equally capable programs and the weakest is the lowest There is thus need to create a partnership between the common denominator for a regional approach to shippers, the shipping lines and the ports to realize the combating threats to maritime security. benefits of economies of scale by all parties equally.Therefore, there is urgent need to develop a common There are three stakeholders in the shipping industry, strategy at regional level with the following program. namely: the charterer, the owner and the operator. This

is by no means a complete list since a market such as There is a need to harmonise existing policies and this will challenge all stakeholders in the chain of improve collective capacity through sharing of responsibility shipyards, repair yards, class, ports, information and resources. This could be done terminals and any more. All will be put under increasing bilaterally between neighboring countries, or be aligned commercial pressure perhaps contrary to their better by regional economic community. judgment and will be forced into making difficult

decisions.There is need for regional organization to make maritime safety and security a priority, and to develop strategies to promote good governance, transparency and accountability in the maritime sector. Therefore there is an need to press development of a

Our Ports Magazine 03

The ongoing merging of the three under PAPC will make it a veritable source of consultation on maritime issues by global organizations and closer home, it has been accorded the dignified status of dealing with house issue by the African Union.

Mr. Ntibarekerwa is the present Executive Secretary of the PAPC.

The colourful opening ceremony was attended by all the top government and private sector players in the region showing its emerging recognition as it exits the three decade cocoon.

The Chief Guest was the CEO of the National Ports Authority of South Africa Mr. Khomotso Phihlela.

With an expanded staff establishment which allows it now to tackle wider programmes and issues , the sky is surely the limit.

Since the innauguration of the Secretariat two new members of staff have joined the expanded establishment. These are Capt. Fred Wahutu who has joined PMAESA as a Maritime Consultant and Mrs. Lucy Godia as office Secretary. Wahutu is a former Merchant Shipping Superintendent at the Kenya Ports Authority and Acting Director General Kenya Maritime Authority while Mrs. Godia served in various prestigious organisations in Kenya.

THE WAY FORWARD

The Secretary General: Mr. Jerome Ntibarekerwa

Jerome Ntibarekerwa

I. Onyango,Statistics

N. Mutonya,Communications

M. Adam,I. T.

M. Wairimu,Accounts

F. Wahutu,Maritime

L. Godia,Secretary

I. Gwaro,Admin.Asst.

D. Ngala,Transport

PMAESA’s New Home

he opening of the new PMAESA secretariat in August this year signifies a gigantic leap in the Tgrowth of the organization which was born in

1976.

Although it enjoyed the hospitality of the Kenya Ports Authority which housed it in its Bandari College for all those years, it suffered the problem of obscurity making it virtually unknown unless to those who directly did business with it.

That is why, its relocation to an autonomous location at the plush Kizingo Estate in Mombasa is being viewed with so much enthusiasm by its staff and even the partners and stakeholders.

The opening ceremony was a befitting Who is Who in Mombasa and the preparations which had sapped the energies of the scant staff truly fulfilling as PMAESA stood up proud and tall to be counted.

But apart from the physical relocation, PMAESA under Secretary General Jerome Ntibarekerwa has shifted gear to make its presence felt at all levels to ensure that its mandate is truly executed for the benefits of the regions that it represents.

With 20 member states, its role in the continent and further afield is continually being felt especially with the joint consultations with sister organizations PMWACA and UAPNA.

PMAESA Comes Of Age

02 Our Ports Magazine

regional maritime force, possibly as a maritime component of the Africa Standby Force or under the various RECs

There is a need to conduct bi-lateral and multilateral engagement in the form of continued conferences, exercises and joint operation. Those opportunities will help to foster good relations, share and standardize “Best practices” and develop information and intelligence sharing regimes.

At national level, there is need to build awareness and political will as a starting point for future efforts. The various national agencies with stakes in maritime safety and security should work together to develop National Maritime Strategies

Regarding the role of the international community, we wish to emphasize the need for the international

FROM THE organizations to promote good governance, transparency and accountability. We recommend that international actors should lend SECRETARY their expertise and support.

GENERAL'S DESKOur ports must be competitive enough to face the challenges of globalization and that the best way to

It is my great honour, once again to introduce the 3rd position ourselves is by coming together through Publication of OUR PORTS , PMAESA's official consultations, workshops, conference, business magazine. As I have indicated in the last magazine, our meetings, etc, to exploit the opportunities created by the ports in the region still face many challenges which spirit of cooperation. This goes hand in hand as ports every body on port /maritime industry have to contribute will react towards future requirements and the dynamic .Our leaders in this sector have to take in to demands of our customers. Our customers now consideration new context of globalization as one of the demand efficient services as christened by 'just-in-time' challenges for Africa ports. principles. My message of today will be only focused on two issues: maritime safety/terrorism with lessons learned We need to be ware of the changing trends of the and port competitiveness. shipping industry

globally to enable us M a i n t h r e a t s a n d m a i n t a i n o u r vulnerabilities to maritime relevance as logistic security has identified to illegal centers in the supply chain. fishing, environmental damage, For example, the growing smuggling of drugs, humans and arms. sizes of ships- modern vessels now come in Inadequate port security is also one of the between 5000 to 10000 TEU capacity with sources of vulnerability. draft of over 14 meters. In Africa region, the identified weaknesses are the lack of awareness and training, proper legislation, Shipping lines are merging with only a few controlling a inadequate resources and coordination and bigger percentage of the container business. The cooperation among our security personnel in the port implications here are that the lines reduce their and maritime sector. operating costs while ports must invest in infrastructure It is also evident that neighbour-states do not have to handle such sizes of vessels and to be hub ports. equally capable programs and the weakest is the lowest There is thus need to create a partnership between the common denominator for a regional approach to shippers, the shipping lines and the ports to realize the combating threats to maritime security. benefits of economies of scale by all parties equally.Therefore, there is urgent need to develop a common There are three stakeholders in the shipping industry, strategy at regional level with the following program. namely: the charterer, the owner and the operator. This

is by no means a complete list since a market such as There is a need to harmonise existing policies and this will challenge all stakeholders in the chain of improve collective capacity through sharing of responsibility shipyards, repair yards, class, ports, information and resources. This could be done terminals and any more. All will be put under increasing bilaterally between neighboring countries, or be aligned commercial pressure perhaps contrary to their better by regional economic community. judgment and will be forced into making difficult

decisions.There is need for regional organization to make maritime safety and security a priority, and to develop strategies to promote good governance, transparency and accountability in the maritime sector. Therefore there is an need to press development of a

Our Ports Magazine 03

The ongoing merging of the three under PAPC will make it a veritable source of consultation on maritime issues by global organizations and closer home, it has been accorded the dignified status of dealing with house issue by the African Union.

Mr. Ntibarekerwa is the present Executive Secretary of the PAPC.

The colourful opening ceremony was attended by all the top government and private sector players in the region showing its emerging recognition as it exits the three decade cocoon.

The Chief Guest was the CEO of the National Ports Authority of South Africa Mr. Khomotso Phihlela.

With an expanded staff establishment which allows it now to tackle wider programmes and issues , the sky is surely the limit.

Since the innauguration of the Secretariat two new members of staff have joined the expanded establishment. These are Capt. Fred Wahutu who has joined PMAESA as a Maritime Consultant and Mrs. Lucy Godia as office Secretary. Wahutu is a former Merchant Shipping Superintendent at the Kenya Ports Authority and Acting Director General Kenya Maritime Authority while Mrs. Godia served in various prestigious organisations in Kenya.

THE WAY FORWARD

The Secretary General: Mr. Jerome Ntibarekerwa

Jerome Ntibarekerwa

I. Onyango,Statistics

N. Mutonya,Communications

M. Adam,I. T.

M. Wairimu,Accounts

F. Wahutu,Maritime

L. Godia,Secretary

I. Gwaro,Admin.Asst.

D. Ngala,Transport

PMAESA’s New Home

4 Our Ports Magazine Our Ports Magazine 5

cts of piracy off the west and North coast of Africa started

thArising early in the 16 century, while in the east coast and the Horn of Africa started rising as early as the late 1980's.

They were not sophisticated as the pirates operating along the Somalia and the West African coast nowadays.

They were loosely organized ad h o c g r o u p s a n d l a c k e d sophisticated communication procedures, equipment and methods of operations.

Today the pirates are operating further or deeper into the sea with one such attack taking place some 210 nautical miles away from the coast.

Nowadays the attackers have acquired increased capacity through the mother ships, which can reach great distances and launch small attack vessels some of which have been reported to have long range firing missiles.

Pirate Groups

The gunmen in East Africa are comprised of six (6) main groups.

These are the Kismayu group commonly known as National Volunteer Coast Guards-Merkah group, Punt land group, Alula group and the Somal i Mar ines or Somali Coast Guards.

O t h e r s a r e t h e Nyakatombe group wh ich opera tes in Tanzanian waters while the West African groups are Movement of the Emancipation of the Niger Delta and the Niger Delta People's Volunteer Force.

Some high ranking figures within the Punt land Administration, Ta n z a n i a n a n d N i g e r i a n Governments are also involved in piracy in Africa.

The Nigerian groups are politically motivated but their actions are nothing short of criminal. Violence in the Niger Delta stems from a

complex set of factors including poverty, lack o f basic services, corruption among government officials and security forces, resentment towards foreign oil companies and political thuggery.

The supply disruption in Nigeria has pushed up oil prices on internat ional markets. The shortfall in Nigerian oil output now stands at over 900,000 barrels per day.

Not all attempted hijackings in Africa are successful and not all attempts are reported by victim ships. It is not surprising therefore that the official number of pirate attacks recorded is inaccurate.

There have been a total of 491 piracy incidents in Africa in the past 5 years with last year alone reporting 61 incidents. During the said period, many seafarers have been indecent ly (sexual ly) assaulted, killed or seriously injured while some ship owners

have abandoned their vessels in Somalia.

Regional Response

In February 2006, the government of Kenya, Tanzania, Mozambique and the Transitional Government of Somalia released a joint communiqué on Acts of Piracy and Armed sea robbery and proposed the establishment of a joint task for to conduct anti-piracy and collective reporting. However, the

task force has not been established to date.

In April 2007 Five West A f r i c a n N a t i o n s participated in military

exerci se off the Cameroon Coast to bolster Maritime Security in the Gulf of Guinea.

The exercise in the r e g i o n i n c l u d e d Ocean-going vessels

boats and personnel from USA, France, Cameroon, Gabon, and Sao Tome and Principe.

As a part of regional project to boost Maritime Surveillance in the Gulf of Guinea, the US Navy is planning to install a radar system in Sao Tome and Principe to guarantee Maritime Security in the Gulf of Guinea.

Act Now To Stop Piracy!...African Governments urged

ountries sharing the Indian Ocean as well as their strategic Cmilitary partners held a one

week conference in early September in Mombasa to discuss maritime and port security in the region.The high powered East Africa And Southwest Indian Ocean (EASWIO) conference brought together security experts from Comoros, Djibouti, France, Germany, India, Kenya, Madagascar, Mald ives, Mal ta , Mauritius, Mozambique, Pakistan, Republic of South Africa, Seychelles, Tanzania, Uganda, United Kingdom, United States of America and Yemen.

The meeting was a follow up to another one held in Antanarivo, Madagascar in 2006 as a response to growing threats to maritime activities from terror organizations and pirates in the region.The meeting was addressed by among others the US Ambassador to Kenya Mr. Michael Ranneberger, the Chief of General Staff of Kenya General Jeremiah Kianga and the Rear Admiral James Hart, United States Navy, Commander, Combined Joint Task Force Horn of Africa.Also present was Brigadier General Lefort of the Djibouti French Force.The meeting set out guidelines for the setting up of a Maritime Regional Centre of Excellence to provide a regional forum for the development of policy and laws and act as a focal point for regional maritime cooperation among other things.In the 2006 conference, delegates identified illegal fishing, environmental damage, trafficking in arms, drugs and humans as major issues to be addressed.

Regional Security Meeting in Mombasa

Mr. Micheal Ranneberger, US ambassador to Kenya(left), Chief of General Staff of Kenya, General Jeremiah Kianga and other delegates at the maritime security conference in Mombasa

East meets West as Officers socialise at the Conference

An armed militia on board a vessel off the Somali coast

4 Our Ports Magazine Our Ports Magazine 5

cts of piracy off the west and North coast of Africa started

thArising early in the 16 century, while in the east coast and the Horn of Africa started rising as early as the late 1980's.

They were not sophisticated as the pirates operating along the Somalia and the West African coast nowadays.

They were loosely organized ad h o c g r o u p s a n d l a c k e d sophisticated communication procedures, equipment and methods of operations.

Today the pirates are operating further or deeper into the sea with one such attack taking place some 210 nautical miles away from the coast.

Nowadays the attackers have acquired increased capacity through the mother ships, which can reach great distances and launch small attack vessels some of which have been reported to have long range firing missiles.

Pirate Groups

The gunmen in East Africa are comprised of six (6) main groups.

These are the Kismayu group commonly known as National Volunteer Coast Guards-Merkah group, Punt land group, Alula group and the Somal i Mar ines or Somali Coast Guards.

O t h e r s a r e t h e Nyakatombe group wh ich opera tes in Tanzanian waters while the West African groups are Movement of the Emancipation of the Niger Delta and the Niger Delta People's Volunteer Force.

Some high ranking figures within the Punt land Administration, Ta n z a n i a n a n d N i g e r i a n Governments are also involved in piracy in Africa.

The Nigerian groups are politically motivated but their actions are nothing short of criminal. Violence in the Niger Delta stems from a

complex set of factors including poverty, lack o f basic services, corruption among government officials and security forces, resentment towards foreign oil companies and political thuggery.

The supply disruption in Nigeria has pushed up oil prices on internat ional markets. The shortfall in Nigerian oil output now stands at over 900,000 barrels per day.

Not all attempted hijackings in Africa are successful and not all attempts are reported by victim ships. It is not surprising therefore that the official number of pirate attacks recorded is inaccurate.

There have been a total of 491 piracy incidents in Africa in the past 5 years with last year alone reporting 61 incidents. During the said period, many seafarers have been indecent ly (sexual ly) assaulted, killed or seriously injured while some ship owners

have abandoned their vessels in Somalia.

Regional Response

In February 2006, the government of Kenya, Tanzania, Mozambique and the Transitional Government of Somalia released a joint communiqué on Acts of Piracy and Armed sea robbery and proposed the establishment of a joint task for to conduct anti-piracy and collective reporting. However, the

task force has not been established to date.

In April 2007 Five West A f r i c a n N a t i o n s participated in military

exerci se off the Cameroon Coast to bolster Maritime Security in the Gulf of Guinea.

The exercise in the r e g i o n i n c l u d e d Ocean-going vessels

boats and personnel from USA, France, Cameroon, Gabon, and Sao Tome and Principe.

As a part of regional project to boost Maritime Surveillance in the Gulf of Guinea, the US Navy is planning to install a radar system in Sao Tome and Principe to guarantee Maritime Security in the Gulf of Guinea.

Act Now To Stop Piracy!...African Governments urged

ountries sharing the Indian Ocean as well as their strategic Cmilitary partners held a one

week conference in early September in Mombasa to discuss maritime and port security in the region.The high powered East Africa And Southwest Indian Ocean (EASWIO) conference brought together security experts from Comoros, Djibouti, France, Germany, India, Kenya, Madagascar, Mald ives, Mal ta , Mauritius, Mozambique, Pakistan, Republic of South Africa, Seychelles, Tanzania, Uganda, United Kingdom, United States of America and Yemen.

The meeting was a follow up to another one held in Antanarivo, Madagascar in 2006 as a response to growing threats to maritime activities from terror organizations and pirates in the region.The meeting was addressed by among others the US Ambassador to Kenya Mr. Michael Ranneberger, the Chief of General Staff of Kenya General Jeremiah Kianga and the Rear Admiral James Hart, United States Navy, Commander, Combined Joint Task Force Horn of Africa.Also present was Brigadier General Lefort of the Djibouti French Force.The meeting set out guidelines for the setting up of a Maritime Regional Centre of Excellence to provide a regional forum for the development of policy and laws and act as a focal point for regional maritime cooperation among other things.In the 2006 conference, delegates identified illegal fishing, environmental damage, trafficking in arms, drugs and humans as major issues to be addressed.

Regional Security Meeting in Mombasa

Mr. Micheal Ranneberger, US ambassador to Kenya(left), Chief of General Staff of Kenya, General Jeremiah Kianga and other delegates at the maritime security conference in Mombasa

East meets West as Officers socialise at the Conference

An armed militia on board a vessel off the Somali coast

6 Our Ports Magazine

he development of a new missile which targets small Tattacks boats used by

pirates might sound the death knell for Horn of Africa miscreants who have turned the place into one of the most dangerous places for maritime operators.

A recent test showed the U.S. Navy on track to turning its SeaSparrow missile into a defensive weapon against small boats like the one that hit the USS Cole in 2000 in Yemen. Engineers from the Navy and Raytheon launched Evolved SeaSparrow Missiles from two different launchers mounted aboard the Self Defense Test Ship based in Ventura County, Calif. Raytheon officials have indicated that the missiles were launched against a high-speed inflatable boat to demonstrate its capabilities against surface threats. A similar small boat packed with explosives was used in the deadly attack on the destroyer Cole.There are also concerns a fast boat could be armed with a lethal anti-ship missile that could be launched at close range. The SeaSparrow was originally designed to shoot down airborne threats, including cruise missiles. Adapting it to surface targets is being achieved through a rewrite of the missile's software package.

" W i t h t h i s s o f t w a r e -b a s e d u p g r a d e , E v o l v e d SeaSparrow Missile can n o w m o r e e f f e c t i v e l y counter the threat posed b y f a s t surface craft before their weapons get i n r a n g e , " s a i d R a y t h e o n Vice President Frank Wyatt. The tests announced Wednesday included the first launches of the Evolved SeaSparrow using the MK 57 MOD 12 fire control system and the MK 29 MOD 4 launcher that is being installed on U.S. aircraft carriers and amphibious landing ships. Further testing will involve the Self Defense Test Ship, which is a converted destroyer, and a frigate from the Dutch navy, Raytheon said. According to local media reports, the number of armed pirate incidents has increased by over 50 percents in the first half of this year and the United nations is now challenging the Transitional Federal Government to deal with

the menace.

The United Nations is pressently considering giving authorisation to naval fleets operating in the area to make incursions into the territorial waters of the Horn country in hot pursuit of the marauding pirate gangs.

One of the biggest victims of the increasing piracy attacks have been vessels carrying relief food from neighbouring ports to the afflicted displaced persons in the region which have now alarmed the United Nations.

New Missile Targets Small Boat Pirates

S military officials are experimenting with the use of dolphins and sea-lions as a line of defense Uagainst infiltrators.

The new moves are to be tested at a Seattle base home to submarines, ships and laboratories in one of the latest moves to counter homeland terror threats.

"These animals have the capabilities for what needs to be done for this particular mission," said a member of the programme. Their advanced sonar abilities makes dolphins excellent at patrolling for swimmers and divers. When it detects a person in the water, it drops a beacon which tells a human interception team where to find the infiltrator.

Dolphins were used to detect underwater mines in the Iraqi harbor of Umm Qasr in 2003.

Dolphins To The Rescue

Act Now To Stop Piracy!International Response

The international Maritime Patrol CTF 150 based in Djibouti is co-coordinating with the Bahrain based US Navy in conducting counter terrorism operations in Western Indian Ocean and the Gulf of Aden.

In the wake of the SS Seaborne Spirit attack in November 2005, the In ternat iona l Mar i t ime Organization (IMO) adopted Resolution A979 (24) which urges countr ies to co-operate in combating and prosecuting pirates. This is connected with the revised Suppression of Unlawful Acts at sea (SUA) Convention.

C o n c l u s i o n a n d Recommendation.

d e l i v e r m u c h n e e d e d (WFP), and we are sure many While the threat of piracy has been

humanitarian food aid to Somalia o t h e r h u m a n i t a r i a n a n d an unfortunate reality of ocean

ports for onward delivery to commercial organizations, to transport to West and East Africa

beneficiaries. continue delivering commodities in for several years, Seafarers'

an effective and secure manner.Assistance Program (SAP) has

This sharp decrease in available noticed a worrying increase of

sh ipp ing obv ious ly has a Without urgent action there will be armed attacks on shipping since

detrimental impact on other growing risks of life of seafarers the start of 2007.

humanitarian and commercial and of the 850,000 people in deliveries to Somalia. Somalia suffering from hunger or a

Examples of attacks include the major environmental disaster.

hijacking of MV Rozen off North While some attacks have taken However, the internat ional thEastern Somalia on 25 February, place outside African territorial community should crack down on

the hijacking of MV Nematullah waters, there is considerable all vessels fishing illegally in

early April off Mogadishu, the evidence that the involved African territorial waters as this is

hijacking of MV Marian Queen off hijackers operate from bases the major justification for piracy.rdthe coast of Mogadishu on 3 May, within African countries. It is these

an armed (unsuccessful) attack on bases which provide both the There is also an urgent need to MV Ibn Younus off the coast of logistical support for attacks and a curb illegal toxic waste dumping, thMogadishu on the 14 of May, the base for operations for pirates to human and drug trafficking, hijacking of Mavuno I and regroup. cha rcoa l t r ade and a rms thMavuno II on the 15 May and the smuggling activities along the Gulf attack on the Jordanian flagged The presence of pirate operational of Guinea and the West Indian

thMV Victoria on 19 May 2007. bases on African soil present an Ocean region.attainable target for African

thMV Victoria came under attack Paper presented to the 6 Piracy and governments.Maritime Security Conference Kuala from pirates some 60 nautical Lumpur, Malaysia June 2007.miles from Merkah South of Therefore, in light of the above, we

Mogadishu while under way to wou ld k i nd l y ask A f r i can Andrew Mwangura the writer is Tanzanian port of Dar-es-Salam Governments to urgently address the Programs Co-ordinator for the after discharging 4,000 metric the issue of piracy in Africa and Seafarers' Assistance Programtones of WFP food. take appropriate action to end (SAP)attacks on shipping off the Gulf of

The increasing instances of piracy Guinea and the West Indian and armed attacks on shipping are Ocean region.creating a rising reluctance amongst ship owners and crews to We should particularly ask the make voyages to Somalia ports. African governments to take action Amongst the shipping industry, the to prevent pirates from using risks inherent in visiting Somalia African territories as a base from ports are steadily being seen as which to launch attacks.outweighing the benefits.

A quick resolution to this issue This is having a negative effect on would allow World Food Program World Food Program's ability to

Seafarers Assistance Program (SAP)is a voluntary charity of merchant mariners founded in 1996.

Our commitment is to offer humanitarian assistance to all seafarers, monitor, document and investigate seafarer's rights abuses in Africa.

WHAT IS SAP ?

Our Ports Magazine 7

The Sea Sparrow in action

Dolphins on the move

6 Our Ports Magazine

he development of a new missile which targets small Tattacks boats used by

pirates might sound the death knell for Horn of Africa miscreants who have turned the place into one of the most dangerous places for maritime operators.

A recent test showed the U.S. Navy on track to turning its SeaSparrow missile into a defensive weapon against small boats like the one that hit the USS Cole in 2000 in Yemen. Engineers from the Navy and Raytheon launched Evolved SeaSparrow Missiles from two different launchers mounted aboard the Self Defense Test Ship based in Ventura County, Calif. Raytheon officials have indicated that the missiles were launched against a high-speed inflatable boat to demonstrate its capabilities against surface threats. A similar small boat packed with explosives was used in the deadly attack on the destroyer Cole.There are also concerns a fast boat could be armed with a lethal anti-ship missile that could be launched at close range. The SeaSparrow was originally designed to shoot down airborne threats, including cruise missiles. Adapting it to surface targets is being achieved through a rewrite of the missile's software package.

" W i t h t h i s s o f t w a r e -b a s e d u p g r a d e , E v o l v e d SeaSparrow Missile can n o w m o r e e f f e c t i v e l y counter the threat posed b y f a s t surface craft before their weapons get i n r a n g e , " s a i d R a y t h e o n Vice President Frank Wyatt. The tests announced Wednesday included the first launches of the Evolved SeaSparrow using the MK 57 MOD 12 fire control system and the MK 29 MOD 4 launcher that is being installed on U.S. aircraft carriers and amphibious landing ships. Further testing will involve the Self Defense Test Ship, which is a converted destroyer, and a frigate from the Dutch navy, Raytheon said. According to local media reports, the number of armed pirate incidents has increased by over 50 percents in the first half of this year and the United nations is now challenging the Transitional Federal Government to deal with

the menace.

The United Nations is pressently considering giving authorisation to naval fleets operating in the area to make incursions into the territorial waters of the Horn country in hot pursuit of the marauding pirate gangs.

One of the biggest victims of the increasing piracy attacks have been vessels carrying relief food from neighbouring ports to the afflicted displaced persons in the region which have now alarmed the United Nations.

New Missile Targets Small Boat Pirates

S military officials are experimenting with the use of dolphins and sea-lions as a line of defense Uagainst infiltrators.

The new moves are to be tested at a Seattle base home to submarines, ships and laboratories in one of the latest moves to counter homeland terror threats.

"These animals have the capabilities for what needs to be done for this particular mission," said a member of the programme. Their advanced sonar abilities makes dolphins excellent at patrolling for swimmers and divers. When it detects a person in the water, it drops a beacon which tells a human interception team where to find the infiltrator.

Dolphins were used to detect underwater mines in the Iraqi harbor of Umm Qasr in 2003.

Dolphins To The Rescue

Act Now To Stop Piracy!International Response

The international Maritime Patrol CTF 150 based in Djibouti is co-coordinating with the Bahrain based US Navy in conducting counter terrorism operations in Western Indian Ocean and the Gulf of Aden.

In the wake of the SS Seaborne Spirit attack in November 2005, the In ternat iona l Mar i t ime Organization (IMO) adopted Resolution A979 (24) which urges countr ies to co-operate in combating and prosecuting pirates. This is connected with the revised Suppression of Unlawful Acts at sea (SUA) Convention.

C o n c l u s i o n a n d Recommendation.

d e l i v e r m u c h n e e d e d (WFP), and we are sure many While the threat of piracy has been

humanitarian food aid to Somalia o t h e r h u m a n i t a r i a n a n d an unfortunate reality of ocean

ports for onward delivery to commercial organizations, to transport to West and East Africa

beneficiaries. continue delivering commodities in for several years, Seafarers'

an effective and secure manner.Assistance Program (SAP) has

This sharp decrease in available noticed a worrying increase of

sh ipp ing obv ious ly has a Without urgent action there will be armed attacks on shipping since

detrimental impact on other growing risks of life of seafarers the start of 2007.

humanitarian and commercial and of the 850,000 people in deliveries to Somalia. Somalia suffering from hunger or a

Examples of attacks include the major environmental disaster.

hijacking of MV Rozen off North While some attacks have taken However, the internat ional thEastern Somalia on 25 February, place outside African territorial community should crack down on

the hijacking of MV Nematullah waters, there is considerable all vessels fishing illegally in

early April off Mogadishu, the evidence that the involved African territorial waters as this is

hijacking of MV Marian Queen off hijackers operate from bases the major justification for piracy.rdthe coast of Mogadishu on 3 May, within African countries. It is these

an armed (unsuccessful) attack on bases which provide both the There is also an urgent need to MV Ibn Younus off the coast of logistical support for attacks and a curb illegal toxic waste dumping, thMogadishu on the 14 of May, the base for operations for pirates to human and drug trafficking, hijacking of Mavuno I and regroup. cha rcoa l t r ade and a rms thMavuno II on the 15 May and the smuggling activities along the Gulf attack on the Jordanian flagged The presence of pirate operational of Guinea and the West Indian

thMV Victoria on 19 May 2007. bases on African soil present an Ocean region.attainable target for African

thMV Victoria came under attack Paper presented to the 6 Piracy and governments.Maritime Security Conference Kuala from pirates some 60 nautical Lumpur, Malaysia June 2007.miles from Merkah South of Therefore, in light of the above, we

Mogadishu while under way to wou ld k i nd l y ask A f r i can Andrew Mwangura the writer is Tanzanian port of Dar-es-Salam Governments to urgently address the Programs Co-ordinator for the after discharging 4,000 metric the issue of piracy in Africa and Seafarers' Assistance Programtones of WFP food. take appropriate action to end (SAP)attacks on shipping off the Gulf of

The increasing instances of piracy Guinea and the West Indian and armed attacks on shipping are Ocean region.creating a rising reluctance amongst ship owners and crews to We should particularly ask the make voyages to Somalia ports. African governments to take action Amongst the shipping industry, the to prevent pirates from using risks inherent in visiting Somalia African territories as a base from ports are steadily being seen as which to launch attacks.outweighing the benefits.

A quick resolution to this issue This is having a negative effect on would allow World Food Program World Food Program's ability to

Seafarers Assistance Program (SAP)is a voluntary charity of merchant mariners founded in 1996.

Our commitment is to offer humanitarian assistance to all seafarers, monitor, document and investigate seafarer's rights abuses in Africa.

WHAT IS SAP ?

Our Ports Magazine 7

The Sea Sparrow in action

Dolphins on the move

8 Our Ports Magazine

Djibouti Port has a new boss.

Mr. Guido Heremans,married with two children

was appointed to theposition of Director General

of Djibouti Port fromst

December 1 2006. Previously, he had worked

as the Chief Financial Officer for “DP World” based in Djibouti.

DP World is a Dubai based Port Operator currently managing 52 ports worldwide.

Previous to his present assignment, he had completed a career within a major multinational group of companies (Bolloré / CMB) as a CFO.

Mr. Heremans has vast experience in the shipping world having worked for among other companies , SDV Transami , AMI Tanzania , AMI Deutschland CMB France SA,EUROSAL and Heinz Shipping NV.

He studied Finance and Accountancy at St. Eligius

AppointmentMr. Guido Heremans

jibouti Port which straddles some of the busiest shipping routes in the world continues with its impressive run in business boosted by Dits efficiency and political stability in a troubled region.

With its strategic location at the entry to the Red Sea and with the monopoly of handling land locked Ethiopian imports and exports, the port which has undergone extensive modernization today stands head above shoulders of most neighbouring countries facilities.

Container traffic in the tiny country increased in 2006 by 16 per cent from 194,422 TEU's in 2005 to 224,784 TEU's in 2006.

With the new ultra-modern Doraleh Oil terminal, the sky is the limit for the port.

Djibouti Port Makes Strides

Djibouti Port workers celebrate the completion of unprecedented43 moves per shift on an MSC ship recently.

Ayanleh Hassan, Terminal Manager, Doraleh in an interview with OUR PORTS editor during a recent site visit by PMAESA.

Aman Abdoulkadir Customer Relations Officer of Port Of Djiboutipoints at the multi-purpose pipelines from Doraleh jetty.

Our Ports Magazine 9

8 Our Ports Magazine

Djibouti Port has a new boss.

Mr. Guido Heremans,married with two children

was appointed to theposition of Director General

of Djibouti Port fromst

December 1 2006. Previously, he had worked

as the Chief Financial Officer for “DP World” based in Djibouti.

DP World is a Dubai based Port Operator currently managing 52 ports worldwide.

Previous to his present assignment, he had completed a career within a major multinational group of companies (Bolloré / CMB) as a CFO.

Mr. Heremans has vast experience in the shipping world having worked for among other companies , SDV Transami , AMI Tanzania , AMI Deutschland CMB France SA,EUROSAL and Heinz Shipping NV.

He studied Finance and Accountancy at St. Eligius

AppointmentMr. Guido Heremans

jibouti Port which straddles some of the busiest shipping routes in the world continues with its impressive run in business boosted by Dits efficiency and political stability in a troubled region.

With its strategic location at the entry to the Red Sea and with the monopoly of handling land locked Ethiopian imports and exports, the port which has undergone extensive modernization today stands head above shoulders of most neighbouring countries facilities.

Container traffic in the tiny country increased in 2006 by 16 per cent from 194,422 TEU's in 2005 to 224,784 TEU's in 2006.

With the new ultra-modern Doraleh Oil terminal, the sky is the limit for the port.

Djibouti Port Makes Strides

Djibouti Port workers celebrate the completion of unprecedented43 moves per shift on an MSC ship recently.

Ayanleh Hassan, Terminal Manager, Doraleh in an interview with OUR PORTS editor during a recent site visit by PMAESA.

Aman Abdoulkadir Customer Relations Officer of Port Of Djiboutipoints at the multi-purpose pipelines from Doraleh jetty.

Our Ports Magazine 9

Our Ports Magazine 1110 Our Ports Magazine

he Israeli government has approved the first stage development of a 50 year strategic Tmasterplan for Israeli Ports Company (IPC).

The plan, developed over the past 18 months, provides a vision for both the long and short-term development of Haifa and Ashdod ports, in a phased approach based on demand growth. It puts a special emphasis on increasing competition and on the participation of the private sector in Israel's ports industry. Highlights include the potential to develop a number of independent container terminals with a minimum quay length of 1,000 m and a terminal width in excess of 500 m. The terminals will be designed to accommodate Suez-max container ships with dimensions similar to the latest Maersk vessels. The plan also considers the potential to attract further transhipment, as well as transit traffic, as changes in the geopolitical situation allow, and

Israel Port Development Plan Approved

outlines road and rail improvements for inland cargo delivery.

"Considering that over 98% of Israel's international commerce moves via its seaports and that container traffic has been and is expected to continue to double every ten years, failure to plan ahead and dedicate coastline for seaport development will inhibit the country's economic development and competitiveness in the global marketplace." IPC chief executive officer Shlomo Brieman said.

The IPC has already announced an international tender for design, consulting and general supervision services (including breakwater, quay, dredging, land reclamation and terminal development) for the first-phase terminal, which should be completed and ready for operations by 2015. For more information visit the company's website at: www.israports.org.il/about/tender.asp

Agencies

APM Opens New Terminal In Tangier

APM Terminals Tangier, S.A. and the Akwa Group, a Casablanca, Morocco-based partner have announced the opening of Morocco's newest container terminal to serve the global trade in Morocco and the Western Mediterranean market.

Strategically-located on one of the world's most important shipping arteries, the terminal will offer importers and exporters a new gateway to world markets. Over 200 vessels a day pass through the Straits of Gibraltar as they transit on north-south and east-west liner trade routes. Shipping lines will benefit from Tangier's direct access to the main shipping lane, a deepwater port capable of handling the largest container ships in the world, the newest, most advanced container handling equipment and APM Terminals global best operational practices.

Kim Fejfer, CEO, APM Terminals International, based in The Hague, Netherlands stated. "Our vision is to offer our customers more options and solutions in the Straits of Gibraltar giving them a competitive edge in world markets. The new terminal expands our global terminal portfolio in one of the world's most important shipping lanes."

Martin Poulsen, Vice President, APM Terminals Europe Region, based in Rotterdam stated

"Morocco's proximity to Europe's 400 million consumer market will create a new gateway to trade. Et ienne Rocher, Managing Director, APM Terminals Tangier added "We have worked closely with the Government of Morocco t h r o u g h t h e T a n g i e r Mediterranean Special Agency (TMSA) - established in order to secure interest from the world's leading operators and fast track Tanger Med's overall project timeline - and with our partner, the Akwa Group to build and deliver on time this new container terminal. We are creating new jobs and opportunities, bringing in foreign investment and starting a new chapter in the West Mediterranean market." 300 jobs have already been created and 700 are

expected to be created by the end of 2007. 98% of all jobs are expected to be held by Moroccan nationals. The port project is tied to the largest ever infrastructure project in Morocco that includes new highways, railway lines and other infrastructures.

Said Elhadi, Chairman of the Executive Board of TMSA, commented: "The opening of Tanger Med port's first container terminal according to the timeline display's Morocco's capacity to i m p l e m e n t l a r g e s c a l e infrastructural projects in a due manner. It also highlights the quality of the partnership between Tanger Med Port Authority and its wo r ld c lass pa r tne r APM Terminals. Our vision is to take advantage of Tanger Med port's key location at the crossroads of East-West and North-South maritime routes while partnering with leaders in the field to benefit from their world-class services and international best operational practices. The launch of the activities of the first container terminal is setting the ground for Tanger Med port to become an important container hub leading to the development of a successful large scale logistic and industrial platform in the North of Morocco.”The city of Tangiers experienced its golden age, with influence on an international scale, at the start of the 20th Century, before gradually falling into decrepitude. Since 2000, it is undergoing a new boom.

Agencies

A ship undergoes repairs in an Israeli shipyard.

King Mohammed VI of Morocco, and Mr. Maersk Mc-Kinney Moller at the official opening of the new APM terminal at Tangier

King Mohammed VI Officially Declares The Port Open

Our Ports Magazine 1110 Our Ports Magazine

he Israeli government has approved the first stage development of a 50 year strategic Tmasterplan for Israeli Ports Company (IPC).

The plan, developed over the past 18 months, provides a vision for both the long and short-term development of Haifa and Ashdod ports, in a phased approach based on demand growth. It puts a special emphasis on increasing competition and on the participation of the private sector in Israel's ports industry. Highlights include the potential to develop a number of independent container terminals with a minimum quay length of 1,000 m and a terminal width in excess of 500 m. The terminals will be designed to accommodate Suez-max container ships with dimensions similar to the latest Maersk vessels. The plan also considers the potential to attract further transhipment, as well as transit traffic, as changes in the geopolitical situation allow, and

Israel Port Development Plan Approved

outlines road and rail improvements for inland cargo delivery.

"Considering that over 98% of Israel's international commerce moves via its seaports and that container traffic has been and is expected to continue to double every ten years, failure to plan ahead and dedicate coastline for seaport development will inhibit the country's economic development and competitiveness in the global marketplace." IPC chief executive officer Shlomo Brieman said.

The IPC has already announced an international tender for design, consulting and general supervision services (including breakwater, quay, dredging, land reclamation and terminal development) for the first-phase terminal, which should be completed and ready for operations by 2015. For more information visit the company's website at: www.israports.org.il/about/tender.asp

Agencies

APM Opens New Terminal In Tangier

APM Terminals Tangier, S.A. and the Akwa Group, a Casablanca, Morocco-based partner have announced the opening of Morocco's newest container terminal to serve the global trade in Morocco and the Western Mediterranean market.

Strategically-located on one of the world's most important shipping arteries, the terminal will offer importers and exporters a new gateway to world markets. Over 200 vessels a day pass through the Straits of Gibraltar as they transit on north-south and east-west liner trade routes. Shipping lines will benefit from Tangier's direct access to the main shipping lane, a deepwater port capable of handling the largest container ships in the world, the newest, most advanced container handling equipment and APM Terminals global best operational practices.

Kim Fejfer, CEO, APM Terminals International, based in The Hague, Netherlands stated. "Our vision is to offer our customers more options and solutions in the Straits of Gibraltar giving them a competitive edge in world markets. The new terminal expands our global terminal portfolio in one of the world's most important shipping lanes."

Martin Poulsen, Vice President, APM Terminals Europe Region, based in Rotterdam stated

"Morocco's proximity to Europe's 400 million consumer market will create a new gateway to trade. Et ienne Rocher, Managing Director, APM Terminals Tangier added "We have worked closely with the Government of Morocco t h r o u g h t h e T a n g i e r Mediterranean Special Agency (TMSA) - established in order to secure interest from the world's leading operators and fast track Tanger Med's overall project timeline - and with our partner, the Akwa Group to build and deliver on time this new container terminal. We are creating new jobs and opportunities, bringing in foreign investment and starting a new chapter in the West Mediterranean market." 300 jobs have already been created and 700 are

expected to be created by the end of 2007. 98% of all jobs are expected to be held by Moroccan nationals. The port project is tied to the largest ever infrastructure project in Morocco that includes new highways, railway lines and other infrastructures.

Said Elhadi, Chairman of the Executive Board of TMSA, commented: "The opening of Tanger Med port's first container terminal according to the timeline display's Morocco's capacity to i m p l e m e n t l a r g e s c a l e infrastructural projects in a due manner. It also highlights the quality of the partnership between Tanger Med Port Authority and its wo r ld c lass pa r tne r APM Terminals. Our vision is to take advantage of Tanger Med port's key location at the crossroads of East-West and North-South maritime routes while partnering with leaders in the field to benefit from their world-class services and international best operational practices. The launch of the activities of the first container terminal is setting the ground for Tanger Med port to become an important container hub leading to the development of a successful large scale logistic and industrial platform in the North of Morocco.”The city of Tangiers experienced its golden age, with influence on an international scale, at the start of the 20th Century, before gradually falling into decrepitude. Since 2000, it is undergoing a new boom.

Agencies

A ship undergoes repairs in an Israeli shipyard.

King Mohammed VI of Morocco, and Mr. Maersk Mc-Kinney Moller at the official opening of the new APM terminal at Tangier

King Mohammed VI Officially Declares The Port Open

Our Ports Magazine 13

he Common Market for East and Southern Africa T(Comesa) has established

an 80 million euro ($107.52 million) compensation fund to protect weak economies from the planned common external tariff.

The tariff was agreed on in Nairobi recently when Comesa Heads of State signed an agreement to start a Customs Union by December next year.

The tariffs among Comesa countries the largest trade bloc on the continent will fall to zero for raw materials and capital g o o d s , 1 0 p e r c e n t f o r intermediate goods and 25 per cent for finished products.

In a recent interview with a reg iona l pape r ,Comesa Secretary-General Erastus Mwencha said that the fund was available for countries that may face shocks and other hitches in applying the common external tariff (CET).

He said that any country that claims compensation will have to prove that it lost revenue, since in practice, a drop in tariff translates into more business.

The compensation fund is designed to support countries that will be adopting the Customs Union rules for the first time. Countries such as Zambia, Malawi, Sudan and Madagascar will be required to make “small adjustments” in their tax regimes to harmonise with the Comesa Customs Union and may experience initial shocks.

On the other hand, member states of the East African Community Tanzania, Uganda, Kenya, Rwanda and Burundi do not need to apply any tariff adjustments as the Comesa Customs Union and CET were fashioned after that of the EAC, now in i ts th i rd year of implementation.

This means that the EAC countries are unlikely to suffer the teething problems the Comesa initiative is expected to cause.

LOWER TARIFFS FOR COMESA MEMBERS

Contrary to fears within the region, a drop of tariff means that more people will now afford products that were rendered non-competitive by high import duties.

Difficulties in the implementation of the Customs Union will not be much of an issue compared with the non-competitiveness of industry due to infrastructure problems .

Because of this, an initial $28 billion fund is in place to finance major infrastructure projects to enable industry in the region b e c o m e c o m p e t i t i v e . M r Mwencha however added that this figure was not conclusive.

One of the trade routes under priority is the Northern Corridor, which is in a sorry state. Stretching from Mombasa to Kigali and Mombasa to northern Uganda for road and rail respectively, the corridor drains most of the businesses operating in landlocked Uganda, Rwanda, Burundi, eastern Congo and Sudan.

According to the European Union directorate-general of trade, the poor state of the Northern Corridor adds the equivalent of an 80 per cent tax to every dol lar 's worth of clothing

exported to the market.

Most Comesa countries have power supply shortages requiring businesses to invest at least 30 per cent of their start up capital in generators.

Comesa's other priorities include regional macroeconomic stability to maintain low interest rates. The secretariat also wants to work on reduction of bureaucracy at border points and to eliminate bond requirements.

Transporters are required to pay bonds equivalent of the value of goods they are carrying, tying up working capital in the process.

President Omar Hassan El-Bashir of Sudan, Paul Kagame of Rwanda, Yoweri Museveni of Uganda and COMESA Secretary General Mr. Erastus Mwencha at the official opening of the 10th summit of the Common Market for Eastern and Southern Africa (COMESA)in Kigali,

COMESA Member States

Agencies

Our Ports Magazine 13

he Common Market for East and Southern Africa T(Comesa) has established

an 80 million euro ($107.52 million) compensation fund to protect weak economies from the planned common external tariff.

The tariff was agreed on in Nairobi recently when Comesa Heads of State signed an agreement to start a Customs Union by December next year.

The tariffs among Comesa countries the largest trade bloc on the continent will fall to zero for raw materials and capital g o o d s , 1 0 p e r c e n t f o r intermediate goods and 25 per cent for finished products.

In a recent interview with a reg iona l pape r ,Comesa Secretary-General Erastus Mwencha said that the fund was available for countries that may face shocks and other hitches in applying the common external tariff (CET).

He said that any country that claims compensation will have to prove that it lost revenue, since in practice, a drop in tariff translates into more business.

The compensation fund is designed to support countries that will be adopting the Customs Union rules for the first time. Countries such as Zambia, Malawi, Sudan and Madagascar will be required to make “small adjustments” in their tax regimes to harmonise with the Comesa Customs Union and may experience initial shocks.

On the other hand, member states of the East African Community Tanzania, Uganda, Kenya, Rwanda and Burundi do not need to apply any tariff adjustments as the Comesa Customs Union and CET were fashioned after that of the EAC, now in i ts th i rd year of implementation.

This means that the EAC countries are unlikely to suffer the teething problems the Comesa initiative is expected to cause.

LOWER TARIFFS FOR COMESA MEMBERS

Contrary to fears within the region, a drop of tariff means that more people will now afford products that were rendered non-competitive by high import duties.

Difficulties in the implementation of the Customs Union will not be much of an issue compared with the non-competitiveness of industry due to infrastructure problems .

Because of this, an initial $28 billion fund is in place to finance major infrastructure projects to enable industry in the region b e c o m e c o m p e t i t i v e . M r Mwencha however added that this figure was not conclusive.

One of the trade routes under priority is the Northern Corridor, which is in a sorry state. Stretching from Mombasa to Kigali and Mombasa to northern Uganda for road and rail respectively, the corridor drains most of the businesses operating in landlocked Uganda, Rwanda, Burundi, eastern Congo and Sudan.

According to the European Union directorate-general of trade, the poor state of the Northern Corridor adds the equivalent of an 80 per cent tax to every dol lar 's worth of clothing

exported to the market.

Most Comesa countries have power supply shortages requiring businesses to invest at least 30 per cent of their start up capital in generators.

Comesa's other priorities include regional macroeconomic stability to maintain low interest rates. The secretariat also wants to work on reduction of bureaucracy at border points and to eliminate bond requirements.

Transporters are required to pay bonds equivalent of the value of goods they are carrying, tying up working capital in the process.

President Omar Hassan El-Bashir of Sudan, Paul Kagame of Rwanda, Yoweri Museveni of Uganda and COMESA Secretary General Mr. Erastus Mwencha at the official opening of the 10th summit of the Common Market for Eastern and Southern Africa (COMESA)in Kigali,

COMESA Member States

Agencies

he dry port of MAGERWA in landlocked Rwanda is introducing a new tariff system Tbased on services rendered and not the CIF as

part of modernization strategies.

MAGERWA, a Rwandan company created by presidential decree in 1969 is also in the process of implementing full computerization of its operations as it expands its handling capacity.

The dry port which handles approximately 6,000 TEUs per year is also in the process of opening a new branch in the Western province to facilitate the reception of goods arriving through the Southern Corridor via Lange Tanganyika.The port has a relatively large storage capacity for imported vehicles in a 7,000 square metre enclosure for the hundreds of transit and local use vehicles passing there.Most of the exports handled by the port are agricultural produce from the fertile mountainous nation.

The company has seven shareholders who include the government of Rwanda, Development Bank of Rwanda, Bank of Kigali, Commercial Bank of Rwanda SDV Transami Rwanda, AMIFIN Holdings and Rwanda Links.

It has a share capital of 600,000,000 Rwandese Francs(rwf) which is equivalent to USD 1.07 million.

MagerwaExpands

14 Our Ports Magazine

he dry port of MAGERWA in landlocked Rwanda is introducing a new tariff system Tbased on services rendered and not the CIF as

part of modernization strategies.

MAGERWA, a Rwandan company created by presidential decree in 1969 is also in the process of implementing full computerization of its operations as it expands its handling capacity.

The dry port which handles approximately 6,000 TEUs per year is also in the process of opening a new branch in the Western province to facilitate the reception of goods arriving through the Southern Corridor via Lange Tanganyika.The port has a relatively large storage capacity for imported vehicles in a 7,000 square metre enclosure for the hundreds of transit and local use vehicles passing there.Most of the exports handled by the port are agricultural produce from the fertile mountainous nation.

The company has seven shareholders who include the government of Rwanda, Development Bank of Rwanda, Bank of Kigali, Commercial Bank of Rwanda SDV Transami Rwanda, AMIFIN Holdings and Rwanda Links.

It has a share capital of 600,000,000 Rwandese Francs(rwf) which is equivalent to USD 1.07 million.

MagerwaExpands

14 Our Ports Magazine

16 Our Ports Magazine Our Ports Magazine 17

Closing statement by Efthimios E. Mitropoulos, Secretary-General of the International Maritime Organization, Nairobi, 18 May 2007

r. President, Honourable Ministers, Excellencies, MPermanent

Representatives to IMO, Chairman of the IMO Legal Committee, distinguished delegates, ladies and gentlemen,As this Conference draws to a close, I wish to offer my sincere congratulations to you all on your achievement in adopting the Nairobi International Convention on the Removal of Wrecks. Although, or perhaps precisely because, it has been so long in the making, this Convention, which establishes uniform international rules and proce-dures to ensure the prompt and effective removal of hazardous wrecks from the coastal waters of States Parties, will be a welcome addition to the impressive array of IMO instruments all aiming at improving the safety of navigation, security in maritime operations and the protection of the marine environment. By establishing a firm jurisdictional basis for dealing with hazardous wrecks, the Convention will, once in force, provide coastal States with the legal certainty for action they have so long sought.Mr. President, the success of this Conference would not have been possible without the spirit of goodwill, co-operation, under-standing and compromise on the part of the many delegates and observers from all over the world. In its deliberations and adoption of the Convention, the Conference has shown a keen and sympathetic appreciation of the needs of the community as a whole - an appreciation which, I am sure, will be met with due recognition worldwide.Of course, the work of IMO and its membership on this subject does not stop with the signing of the Final Act. Our efforts should

International Conference on the Removal of Wrecksturn immediately to the task of bringing the Convention into force at the earliest possible date and, thereafter, to promoting its uniform and effective implemen-tation.As far as the IMO Secretariat is concerned, I can assure you that we will be at the disposal of our Member Governments to assist them with any advice and expertise, which might be requested for this purpose within the context of IMO's Integrated Technical Co-operation Programme and the letter and spirit of Conference resolution 3; this goes without saying.As far as the protagonists of this Conference and, therefore, the recipients of a special recognition are concerned, our thanks are due, first of all, to you, Mr. President, for your encouraging opening address and skilled guidance thereafter, which contributed substantially to the successful outcome of the Conference. Your interest in following developments through-out the week in our private consultations and the sound advice you were keen to provide are greatly appreciated. The contribution of your Vice-Presidents is also appreciated.I wish to join you in acknowledg-ing the crucial role played by the Chairman of the Committee of the Whole, Mr. Jan de Boer of the Netherlands, in expertly guiding delegates, both in the Committee and behind the scenes, to grapple with some complex issues and, eventually, to achieve the consensus needed to resolve them. Mr. de Boer played an important role while leading the Netherlands delegation during the deliberations of the Legal Committee when developing what has now become the Nairobi Convention on Wreck Removal. It was, I believe, thanks to this expertise that he was able to accept, at short notice, the chairmanship of the Committee of the Whole under difficult circum-stances and still perform this task

Efthimios E. Mitropoulos, Secretary-General, IMO

so outstandingly. Appreciation is also due to Mr. Mark Gauthier of Canada, the Chairman of the Drafting Committee, his Vice-Chairman and the other members of that Committee for their skilled and meticulous work over long hours to ensure that the agreements reached by the Conference, on all

the issues before it, has been reflected in sound treaty lan-guage.My sincere thanks also go to Mr. George Arku of Liberia, Chairman of the Credentials Committee, and all the members of his Committee for their work, which was indispensable to the smooth flow and eventual overall success of the Conference.I would further acknowledge the role of the many govern-mental representa-tives, observers, industry and other parties concerned in providing valuable information and offering expert views on all and, certainly, the critical issues the Conference was confronted with. Their input, both here and during the deliberations in the run-up to the Conference, has been vital in ensuring the thoroughness and

practicability of the measures covered by the Convention and should assist in its uniform and effective implementation.There are many others, some hidden from our view, who have also contributed enormously to the preparations for, and the running and successful outcome of, this Conference. I refer, in particular, to the UNON Secretariat staff, who have so efficiently helped our work this week, and, of course, to my IMO colleagues, especially those from the Legal Affairs and External Relations Division, headed by Dr. Rosalie Balkin, and from the Conference Division, headed by Mrs. Monica Mbanefo. We all missed very much Gaetano Librando, who has also added his contribution to our preparations for the Conference and I know you would wish him a speedy and complete recovery. Sincere thanks are also due to the interpreters and translators for the quality of their services and the long hours they put in for the success of the Conference.

Last, but by no means least, I wish to thank, once again, the President and Government of

Kenya for inviting us to this great city, and also for bearing the substantial cost of moving the IMO staff over here and provid-ing logistical support in the preparation and running of this meeting. They have pulled out all the stops to make this a successful Conference and our stay here as pleasant as possible and they have certainly succeeded in doing just that. To name the Convention just adopted after this capital City was the least we could do in return.In closing, Mr. President, I wish all delegates a safe journey home and look forward to the day when we can celebrate, not in the too distant future I would hope, the coming into force of the Nairobi Convention on Wreck Removal, which the Conference so diligently developed and concluded here today.I look forward to seeing as many of you as possible in Panama City in the 2nd half of October on the occasion of the 93rd session of the Legal Committee - lest you had not been told!...

Thank you.Wreck on the beach

Underwater wreck

16 Our Ports Magazine Our Ports Magazine 17

Closing statement by Efthimios E. Mitropoulos, Secretary-General of the International Maritime Organization, Nairobi, 18 May 2007

r. President, Honourable Ministers, Excellencies, MPermanent

Representatives to IMO, Chairman of the IMO Legal Committee, distinguished delegates, ladies and gentlemen,As this Conference draws to a close, I wish to offer my sincere congratulations to you all on your achievement in adopting the Nairobi International Convention on the Removal of Wrecks. Although, or perhaps precisely because, it has been so long in the making, this Convention, which establishes uniform international rules and proce-dures to ensure the prompt and effective removal of hazardous wrecks from the coastal waters of States Parties, will be a welcome addition to the impressive array of IMO instruments all aiming at improving the safety of navigation, security in maritime operations and the protection of the marine environment. By establishing a firm jurisdictional basis for dealing with hazardous wrecks, the Convention will, once in force, provide coastal States with the legal certainty for action they have so long sought.Mr. President, the success of this Conference would not have been possible without the spirit of goodwill, co-operation, under-standing and compromise on the part of the many delegates and observers from all over the world. In its deliberations and adoption of the Convention, the Conference has shown a keen and sympathetic appreciation of the needs of the community as a whole - an appreciation which, I am sure, will be met with due recognition worldwide.Of course, the work of IMO and its membership on this subject does not stop with the signing of the Final Act. Our efforts should

International Conference on the Removal of Wrecksturn immediately to the task of bringing the Convention into force at the earliest possible date and, thereafter, to promoting its uniform and effective implemen-tation.As far as the IMO Secretariat is concerned, I can assure you that we will be at the disposal of our Member Governments to assist them with any advice and expertise, which might be requested for this purpose within the context of IMO's Integrated Technical Co-operation Programme and the letter and spirit of Conference resolution 3; this goes without saying.As far as the protagonists of this Conference and, therefore, the recipients of a special recognition are concerned, our thanks are due, first of all, to you, Mr. President, for your encouraging opening address and skilled guidance thereafter, which contributed substantially to the successful outcome of the Conference. Your interest in following developments through-out the week in our private consultations and the sound advice you were keen to provide are greatly appreciated. The contribution of your Vice-Presidents is also appreciated.I wish to join you in acknowledg-ing the crucial role played by the Chairman of the Committee of the Whole, Mr. Jan de Boer of the Netherlands, in expertly guiding delegates, both in the Committee and behind the scenes, to grapple with some complex issues and, eventually, to achieve the consensus needed to resolve them. Mr. de Boer played an important role while leading the Netherlands delegation during the deliberations of the Legal Committee when developing what has now become the Nairobi Convention on Wreck Removal. It was, I believe, thanks to this expertise that he was able to accept, at short notice, the chairmanship of the Committee of the Whole under difficult circum-stances and still perform this task

Efthimios E. Mitropoulos, Secretary-General, IMO

so outstandingly. Appreciation is also due to Mr. Mark Gauthier of Canada, the Chairman of the Drafting Committee, his Vice-Chairman and the other members of that Committee for their skilled and meticulous work over long hours to ensure that the agreements reached by the Conference, on all

the issues before it, has been reflected in sound treaty lan-guage.My sincere thanks also go to Mr. George Arku of Liberia, Chairman of the Credentials Committee, and all the members of his Committee for their work, which was indispensable to the smooth flow and eventual overall success of the Conference.I would further acknowledge the role of the many govern-mental representa-tives, observers, industry and other parties concerned in providing valuable information and offering expert views on all and, certainly, the critical issues the Conference was confronted with. Their input, both here and during the deliberations in the run-up to the Conference, has been vital in ensuring the thoroughness and

practicability of the measures covered by the Convention and should assist in its uniform and effective implementation.There are many others, some hidden from our view, who have also contributed enormously to the preparations for, and the running and successful outcome of, this Conference. I refer, in particular, to the UNON Secretariat staff, who have so efficiently helped our work this week, and, of course, to my IMO colleagues, especially those from the Legal Affairs and External Relations Division, headed by Dr. Rosalie Balkin, and from the Conference Division, headed by Mrs. Monica Mbanefo. We all missed very much Gaetano Librando, who has also added his contribution to our preparations for the Conference and I know you would wish him a speedy and complete recovery. Sincere thanks are also due to the interpreters and translators for the quality of their services and the long hours they put in for the success of the Conference.

Last, but by no means least, I wish to thank, once again, the President and Government of

Kenya for inviting us to this great city, and also for bearing the substantial cost of moving the IMO staff over here and provid-ing logistical support in the preparation and running of this meeting. They have pulled out all the stops to make this a successful Conference and our stay here as pleasant as possible and they have certainly succeeded in doing just that. To name the Convention just adopted after this capital City was the least we could do in return.In closing, Mr. President, I wish all delegates a safe journey home and look forward to the day when we can celebrate, not in the too distant future I would hope, the coming into force of the Nairobi Convention on Wreck Removal, which the Conference so diligently developed and concluded here today.I look forward to seeing as many of you as possible in Panama City in the 2nd half of October on the occasion of the 93rd session of the Legal Committee - lest you had not been told!...

Thank you.Wreck on the beach

Underwater wreck

Our Ports Magazine 1918 Our Ports Magazine

Pomp & Colour As PMAESA Takes a New Step

NPA CEO, Mr. Khomotso Phihlela meets with KPA Chairman, Gen. Rtd. Joseph Kibwana before the opening of the PMAESA Secretariat

Capt. Giuseppe Fedele of Ignazio Messina ShippingLine with Mr. Gichiri Ndua, 1st Vice-President, IAPHlisten attentively

PMAESA Secretary-General, Mr. Jerome Ntibarekerwachats with NPA’s Mr. Conrad Teffo during the port’s tourKPA Hostesses receive Mr. Edmund Kwena editor of

The Daily Nation and Ms. Catherine Ngige of WEC-LineShipping Line.

Master Of Ceremony, Mr. Njuguna Mutonya(Communications Officer) sets the ball rolling

Part of the crowd that attended the Secretariat Inauguration

Mr. Lisumbu Eliombo and Mr. Anthony Nakitare of TTCA after the function

Left to right: Front: Kenya Navy Commander Gen. Sam Mwathethe, Jason Ruhaiguruza(TPA), Phihlela, NancyKarigithu(KMA), Jerome(PMAESA), Ernest Munyi(PC Coast), C. Teffo(NPA), Dr. G. Ikiara(PS, Transport) among other guests

Phihlela(NPA), Mwaruwa(KPA), Ntibarekerwa(PMAESA) and Ruhaiguruza(TPA) after the function

Ruhaiguruza and Mr. Brown Ondego(CEO, GrainBulk Handling) listen to the proceedings

Mrs. Nancy Karigithu(Director General, Kenya MaritimeAuthority) and NPA’s Teffo listen to the speeches

Mr. Phihlela(right) cuts the tape to officially open the PMAESA Secretariat, assisted by Mr. Mwaruwa

All photos taken by Rich Pictures Ltd

Our Ports Magazine 1918 Our Ports Magazine

Pomp & Colour As PMAESA Takes a New Step

NPA CEO, Mr. Khomotso Phihlela meets with KPA Chairman, Gen. Rtd. Joseph Kibwana before the opening of the PMAESA Secretariat

Capt. Giuseppe Fedele of Ignazio Messina ShippingLine with Mr. Gichiri Ndua, 1st Vice-President, IAPHlisten attentively

PMAESA Secretary-General, Mr. Jerome Ntibarekerwachats with NPA’s Mr. Conrad Teffo during the port’s tourKPA Hostesses receive Mr. Edmund Kwena editor of

The Daily Nation and Ms. Catherine Ngige of WEC-LineShipping Line.

Master Of Ceremony, Mr. Njuguna Mutonya(Communications Officer) sets the ball rolling

Part of the crowd that attended the Secretariat Inauguration

Mr. Lisumbu Eliombo and Mr. Anthony Nakitare of TTCA after the function

Left to right: Front: Kenya Navy Commander Gen. Sam Mwathethe, Jason Ruhaiguruza(TPA), Phihlela, NancyKarigithu(KMA), Jerome(PMAESA), Ernest Munyi(PC Coast), C. Teffo(NPA), Dr. G. Ikiara(PS, Transport) among other guests

Phihlela(NPA), Mwaruwa(KPA), Ntibarekerwa(PMAESA) and Ruhaiguruza(TPA) after the function

Ruhaiguruza and Mr. Brown Ondego(CEO, GrainBulk Handling) listen to the proceedings

Mrs. Nancy Karigithu(Director General, Kenya MaritimeAuthority) and NPA’s Teffo listen to the speeches

Mr. Phihlela(right) cuts the tape to officially open the PMAESA Secretariat, assisted by Mr. Mwaruwa

All photos taken by Rich Pictures Ltd

20 Our Ports Magazine Our Ports Magazine 21

Mombasa’s New Terminal he Kenya Ports Authority has embarked on plans to Tconstruct a second multi

million dollar container terminal in Mombasa to cater for increased traffic and a widening hinterland market.

The second container terminal will cost USD 224 million and is expected to be ready for commissioning by 2013.

In the meantime however, the management has settled for a short term solution to the bulging container traffic adding another berth to the existing three whose construction starts in October this year and will be ready by 2009.

At the same time, the Mombasa Port is embarking on extensive dredging of the Kilindini Channel w i th ass is tance f rom the government to enable the massive panamax and post panamax vessels get easy access to the harbour.

Consultants on the dredging project are on site and the actual work is expected to begin next November. The project is expected to cost an estimated USD 60 million.

Since December last year, the port of Mombasa been inundated with mass ive in f low o f impor t containerized cargo. According to the Kenya Ports Authority, the influx has increased by over 40 per cent compared to the same period the previous year.

KPA attributes the increase to increased traffic in neighbouring ports leading to diversion to it due to a bigger container terminal and m o r e m o d e r n h a n d l i n g equipment.

“Mombasa has been re-equipped with modern machines and KPA has put more energy in marketing to ensure there was more cargo to handle in view of increased efficiency.

One key result of the acquisition of new machines and increased marketing is the upturn in the growth of trans-shipment traffic.” A KPA Public Relations Officer noted.

As the cargo inflow has increased however, the off-take has become

seriously disappointing due to bottlenecks caused by repairs on the main trunk roads.

The recently concessioned rail sector has failed to show any signs of improvement and instead of taking its expected ratio of 30:70 vis a vis the roads networks, it is only registering a dismal trickle of 7 per cent.

This has led to pile-ups at the c o n t a i n e r t e r m i n a l w h i c h compelled the management to transfer them to other open spaces

in the port to create room for moving traffic.

Recently, the KPA also resorted to contracting private container freight stations adjacent to the port where over-stayed containers were transferred.

In 2005, container t h roughpu t was 436,671 TEUs while in 2006 this shot up to 479,355 TEUs.

This meant a growth of 32,684 TEUS.

In the first half of this year, container throughput had reached 2 8 0 , 3 4 1 T E U s u p f r o m 232,987TEUs in the same period of last year. This has shown a growth of 47,354 TEUs or 20.3%.

The current container terminal was designed to handle a capacity of 250,000 TEUs per annum. This has been outstripped by almost double the capacity.

rindrod's new car terminal at Mozambique's Maputo Gport could attract a

substantial slice of the Durban port's business.

The terminal, which will be completed in December, is part of Grindrod's $80 million (R567 million) investment in the Maputo harbour over the next three years.

The company, which owns 95 percent of the Maputo coal terminal and a 12 percent stake in the concession that runs the Maputo port, has already invested $30 million at the Maputo port.

Dave Rennie, the chief executive of Grindrod Freight Services, said yesterday the investment in Maputo included doubling the coal terminal's capacity to 3 million tons.

This will be increased to 6 million in the next few years.

Grindrod has also increased the export capacity for ferrochrome to 1.3 million tons a year.

"We are going to see a substantial ramp up in volumes of all sorts of cargo [at Maputo]," Rennie said.

Car Terminal For MaputoThe Maputo car terminal, with an initial capacity to park about 1 754 cars, will have an annual throughput capacity of 63 000 cars.

Annual capacity will be increased to 250 000 cars if there is demand, Rennie said.

Grindrod’s terminal would focus on original equipment manufacturers in Gauteng and the regional market. The terminal will be managed by a group subsidiary Maputo Car Terminal Limitada.

Per Folkesson, who is managing director of Höegh Autoliners in Africa, said yesterday: "The operational delays that we are facing in South African ports are extremely costly."

Höegh Autoliners transports 220 000 car equivalent units to and from South Africa a year.

"In order to run … efficient

operations we cannot add any further ports to serve the South African market. We are already calling at Port Elizabeth, East London and Durban. If the conditions … force us to move away from Durban [and] if an alternative is available, we would look at diverting all our volumes to such alternative port.”

The Durban car terminal last year handled more than 389 000 units.Meanwhile, latest reports also say that Grindrod has bought Tate &Lyle Molasses South African terminal operations which include port-side liquid bulk storage and transit facilities in Durban and cape Town and was headed for Maputo where it intends to set up Bulk Liquid Terminal to feed the Chemical and vegetable Oil market of Mozambique. (Additional reporting by Ports & Harbours Magazine)

The Hummer - a popular export from South Africa and below a Volkswagen

An oil tanker is guided into theharbour by a tugboat

KPA MD, Mr. Abdallah Mwaruwa

20 Our Ports Magazine Our Ports Magazine 21

Mombasa’s New Terminal he Kenya Ports Authority has embarked on plans to Tconstruct a second multi

million dollar container terminal in Mombasa to cater for increased traffic and a widening hinterland market.

The second container terminal will cost USD 224 million and is expected to be ready for commissioning by 2013.

In the meantime however, the management has settled for a short term solution to the bulging container traffic adding another berth to the existing three whose construction starts in October this year and will be ready by 2009.

At the same time, the Mombasa Port is embarking on extensive dredging of the Kilindini Channel w i th ass is tance f rom the government to enable the massive panamax and post panamax vessels get easy access to the harbour.

Consultants on the dredging project are on site and the actual work is expected to begin next November. The project is expected to cost an estimated USD 60 million.

Since December last year, the port of Mombasa been inundated with mass ive in f low o f impor t containerized cargo. According to the Kenya Ports Authority, the influx has increased by over 40 per cent compared to the same period the previous year.

KPA attributes the increase to increased traffic in neighbouring ports leading to diversion to it due to a bigger container terminal and m o r e m o d e r n h a n d l i n g equipment.

“Mombasa has been re-equipped with modern machines and KPA has put more energy in marketing to ensure there was more cargo to handle in view of increased efficiency.

One key result of the acquisition of new machines and increased marketing is the upturn in the growth of trans-shipment traffic.” A KPA Public Relations Officer noted.

As the cargo inflow has increased however, the off-take has become

seriously disappointing due to bottlenecks caused by repairs on the main trunk roads.

The recently concessioned rail sector has failed to show any signs of improvement and instead of taking its expected ratio of 30:70 vis a vis the roads networks, it is only registering a dismal trickle of 7 per cent.

This has led to pile-ups at the c o n t a i n e r t e r m i n a l w h i c h compelled the management to transfer them to other open spaces

in the port to create room for moving traffic.

Recently, the KPA also resorted to contracting private container freight stations adjacent to the port where over-stayed containers were transferred.

In 2005, container t h roughpu t was 436,671 TEUs while in 2006 this shot up to 479,355 TEUs.

This meant a growth of 32,684 TEUS.

In the first half of this year, container throughput had reached 2 8 0 , 3 4 1 T E U s u p f r o m 232,987TEUs in the same period of last year. This has shown a growth of 47,354 TEUs or 20.3%.

The current container terminal was designed to handle a capacity of 250,000 TEUs per annum. This has been outstripped by almost double the capacity.

rindrod's new car terminal at Mozambique's Maputo Gport could attract a

substantial slice of the Durban port's business.

The terminal, which will be completed in December, is part of Grindrod's $80 million (R567 million) investment in the Maputo harbour over the next three years.

The company, which owns 95 percent of the Maputo coal terminal and a 12 percent stake in the concession that runs the Maputo port, has already invested $30 million at the Maputo port.

Dave Rennie, the chief executive of Grindrod Freight Services, said yesterday the investment in Maputo included doubling the coal terminal's capacity to 3 million tons.

This will be increased to 6 million in the next few years.

Grindrod has also increased the export capacity for ferrochrome to 1.3 million tons a year.

"We are going to see a substantial ramp up in volumes of all sorts of cargo [at Maputo]," Rennie said.

Car Terminal For MaputoThe Maputo car terminal, with an initial capacity to park about 1 754 cars, will have an annual throughput capacity of 63 000 cars.

Annual capacity will be increased to 250 000 cars if there is demand, Rennie said.

Grindrod’s terminal would focus on original equipment manufacturers in Gauteng and the regional market. The terminal will be managed by a group subsidiary Maputo Car Terminal Limitada.

Per Folkesson, who is managing director of Höegh Autoliners in Africa, said yesterday: "The operational delays that we are facing in South African ports are extremely costly."

Höegh Autoliners transports 220 000 car equivalent units to and from South Africa a year.

"In order to run … efficient

operations we cannot add any further ports to serve the South African market. We are already calling at Port Elizabeth, East London and Durban. If the conditions … force us to move away from Durban [and] if an alternative is available, we would look at diverting all our volumes to such alternative port.”

The Durban car terminal last year handled more than 389 000 units.Meanwhile, latest reports also say that Grindrod has bought Tate &Lyle Molasses South African terminal operations which include port-side liquid bulk storage and transit facilities in Durban and cape Town and was headed for Maputo where it intends to set up Bulk Liquid Terminal to feed the Chemical and vegetable Oil market of Mozambique. (Additional reporting by Ports & Harbours Magazine)

The Hummer - a popular export from South Africa and below a Volkswagen

An oil tanker is guided into theharbour by a tugboat

KPA MD, Mr. Abdallah Mwaruwa

frica's share of the cruise tourism market remains Anegligible despite the high

potential that lurks behind it.

With world tourism figures at 635 million arrivals with an estimated USD 440 billion, the two per cent slice dominated by cruise tourism is significant enough to warrant heavy investment.

T h e P M A E S A region in cognition of this potential set up the Cruise Indian Ocean Association (CIAO) in 1998 to market the region through fostering cooperation between the members.

According to CIAO, it is estimated that each cruise passenger spends on average USD 100 per port call which calculated against the figures of arrivals presents an exciting economic window for most of the member states.

The members of CIAO have been working fervently to get a slice of this lucrative market of which Africa's share is a paltry less than 1 per cent.

The market leaders are the Carribean Islands with over 5 million passengers annually followed Alaska and British Columbia. The Mediterranean, Northern Europe and the Far East.

Africa Gets A Piece Of The Cruise Action

Many ports in the Indian Ocean region have already embarked on development plans to position their ports to tap this business segment because of their attractive tourism portfolio.

Kenya, Tanzania, Mozambique, South Africa and Namibia and the I n d i a n O c e a n I s l a n d s o f M a d a g a s c a r , S e y c h e l l e s , Mauritius and the Commoros all

have adequate n a t u r a l

a m b i e n c e t o participate in this lucrative market.

Joint promotional and marketing campaigns under the aegis of the PMAESA mandate can lead to dramatic turn around of the figures I favour of a more vibrant African economic bloc.

Already, CIAO is working together with government tourism bodies and other stakeholders to achieve these targets.Cruise market is the fastest growing sector in the travel industry.

In 2005 1.07 million people took an ocean cruise while 140,000 took a boat cruise according to industry sources .

With ships getting bigger and the average age of fly-cruiser down to 51.5 years , the potential of the industry is extremely promising .

CRUISE INDIAN OCEANASSOCIATION (C.I.O.A.)MEMBERS

Mr Abdallah H. Mwaruwa, Chairman (Kenya Ports Authority) KENYA

Mr S. Suntah, Vice Chairman (Mauritius Port Authority) MAURITIUS

Mr Khomotso Phihlela, Secretary General and Publicity Secretary(National Ports Authority of South Africa) SOUTH AFRICA

Mr Ephraim N. Mgawe, Treasurer (Tanzania Ports Authority) TANZANIA

Mr Jean-Benard Robert, Member (Reunion Port) REUNION, FRANCE

Dr Ongong'a Achieng, Member (Kenya Tourism Board) KENYA

Mr Peter Mwenguo, Member (Tanzania Tourism Board) TANZANIA

General Manager, Member (Sea Ports Corporation)SUDAN

Mr Miller Matola, Member (Tourism Kwazulu Natal) RSA

Mr Peter David Goldsmith, Member (White Sand Tour)MAURITIUS

22 Our Ports Magazine Our Ports Magazine 23

The SS Norwegian Pearl plies the high seas

frica's share of the cruise tourism market remains Anegligible despite the high

potential that lurks behind it.

With world tourism figures at 635 million arrivals with an estimated USD 440 billion, the two per cent slice dominated by cruise tourism is significant enough to warrant heavy investment.

T h e P M A E S A region in cognition of this potential set up the Cruise Indian Ocean Association (CIAO) in 1998 to market the region through fostering cooperation between the members.

According to CIAO, it is estimated that each cruise passenger spends on average USD 100 per port call which calculated against the figures of arrivals presents an exciting economic window for most of the member states.

The members of CIAO have been working fervently to get a slice of this lucrative market of which Africa's share is a paltry less than 1 per cent.

The market leaders are the Carribean Islands with over 5 million passengers annually followed Alaska and British Columbia. The Mediterranean, Northern Europe and the Far East.

Africa Gets A Piece Of The Cruise Action

Many ports in the Indian Ocean region have already embarked on development plans to position their ports to tap this business segment because of their attractive tourism portfolio.

Kenya, Tanzania, Mozambique, South Africa and Namibia and the I n d i a n O c e a n I s l a n d s o f M a d a g a s c a r , S e y c h e l l e s , Mauritius and the Commoros all

have adequate n a t u r a l

a m b i e n c e t o participate in this lucrative market.

Joint promotional and marketing campaigns under the aegis of the PMAESA mandate can lead to dramatic turn around of the figures I favour of a more vibrant African economic bloc.

Already, CIAO is working together with government tourism bodies and other stakeholders to achieve these targets.Cruise market is the fastest growing sector in the travel industry.

In 2005 1.07 million people took an ocean cruise while 140,000 took a boat cruise according to industry sources .

With ships getting bigger and the average age of fly-cruiser down to 51.5 years , the potential of the industry is extremely promising .

CRUISE INDIAN OCEANASSOCIATION (C.I.O.A.)MEMBERS

Mr Abdallah H. Mwaruwa, Chairman (Kenya Ports Authority) KENYA

Mr S. Suntah, Vice Chairman (Mauritius Port Authority) MAURITIUS

Mr Khomotso Phihlela, Secretary General and Publicity Secretary(National Ports Authority of South Africa) SOUTH AFRICA

Mr Ephraim N. Mgawe, Treasurer (Tanzania Ports Authority) TANZANIA

Mr Jean-Benard Robert, Member (Reunion Port) REUNION, FRANCE

Dr Ongong'a Achieng, Member (Kenya Tourism Board) KENYA

Mr Peter Mwenguo, Member (Tanzania Tourism Board) TANZANIA

General Manager, Member (Sea Ports Corporation)SUDAN

Mr Miller Matola, Member (Tourism Kwazulu Natal) RSA

Mr Peter David Goldsmith, Member (White Sand Tour)MAURITIUS

22 Our Ports Magazine Our Ports Magazine 23

The SS Norwegian Pearl plies the high seas

24 Our Ports Magazine Our Ports Magazine 27

How Delays Hamper Trade In Africaransit time delays and bureaucratic approach to Ttrade makes Africa transport

3 and 5 times more expensive than South America and Asia respectively.

The TTCA and PMAESA in collaboration with stakeholders and the financial support of the ECA undertook a feasibility study for a regional cargo tracking systems for the Nor thern (Mombasa) and the Central (Dar-es-Salaam) transport corridors to establish cargo transit times and cost of transport through the corridors .

The business plan included Northern corridor transport transit routes from port of Mombasa through Uganda, Rwanda, Burundi and part of S. Sudan as well as the DRC by road, rail and lake transport systems.

The Central corridor covers transit routes from port of Dar es salaam to Rwanda, Burundi, Uganda and eastern DRC with various modal split.

RCTS project was initiated in 2003 to study the high costs of transportation within the region.

The stakeholders noted that excessive transport costs , particularly for the land-locked countries of Burundi, Rwanda, Uganda and DRC constituted a s e r i o u s i m p e d i m e n t t o competitiveness of the regional goods and services . The delays also grossly contribute to cargo congestions at ports thereby eroding their ability to effectively compete and meet global performance benchmarks

Multimodal transport planning & operations require the co-operation of several actors.

That can only be achieved with proper exchange of information, streamlining of documentation & proper knowledge of time taken by various nodes.

Lack of performance indicators data and ICT single database soft-wares at various levels in the transport chain along the two corridors were among key d e f i c i e n c i e s i n t a c k l i n g inefficiencies of transport systems . RCTS will provide the indicators required for trade facilitation.

The Project involved the setting up of automated collection of manifest data at the ports of Mombasa and Dar es salaam. The data would then be routinely uploaded to RCTS database and relevant time tracking information made to stakeholders in all the member countries.

At the same time the project would design d a t a b a s e a n d develop relevant data interfaces to allow the seamless exchange b e t w e e n R C T S a n d t h e stakeholder systems.

The data base interface will be developed through the major data donors like Regional Revenue Authorities, Ports Authority, Clearing agents, Inland Container Deports, Railways, Weighbridge S ta t i ons , Road Transpor t Operators and One Stop Border Posts among others .

The RCTS is designed to address the deficiencies mentioned earlier and enable transport operators, shippers and other corridor users to gain advantage of information technologies that enable easy tracking and quick flow of cargo to a t ta in the des i red g loba l competitive benchmarks. All information stored centrally in one location will be easily accessed by the different users according to need . RCTS will also connect different systems to common data required and unify different ICT systems like Water Front, CBS, Simba and Asycuda among others.

The system is a win-win for all players in the transit transport. Benefits will include enhanced service delivery, better resource utilization and reduction of revenue leakage

FOR the system to succeed , the following stakeholders are needed due to their crucial roles . Revenue Authorities are key

stakeholders to RCTS because of several vested interests, among them - safeguarding dumping of transit goods. They will be able to electronically monitor cargo movement and replace the costly human intervention of physical escorts.

The RCTS will also address the issue of trade malpractices by using electronic monitors . Ports Authority are complex nodal points where various players are i n v o l v e d i n c h a i n s o f d o c u m e n t a t i o n p r o c e s s , clearance, shifting and flow of cargo and need viable interface systems to ensure quick transit of cargo .

Shipping lines/agencies will benefit from the ability to track empty containers from hinterland modes and suppress demurrage charges

Railways Operators will be able to pre-plan the supply of rail wagons and logistical arrangement to reduce time and cost

Road Operators will also benefit from improved fleet management and reduce time and cost of transport.

G o v e r n m e n t s , R E C s a n d development partners will benefit from improved availability of transport sector data that will ensure accuracy in forecasting and planning and enables the economy to reduce the margin of error.

The writer Isaac Onyango Omoke is Port & Maritime Statistics Officer at PMAESA Secretariat and a member of the Technical Steering Committee RCTS

Trucks stuck in a jam

24 Our Ports Magazine Our Ports Magazine 27

How Delays Hamper Trade In Africaransit time delays and bureaucratic approach to Ttrade makes Africa transport

3 and 5 times more expensive than South America and Asia respectively.

The TTCA and PMAESA in collaboration with stakeholders and the financial support of the ECA undertook a feasibility study for a regional cargo tracking systems for the Nor thern (Mombasa) and the Central (Dar-es-Salaam) transport corridors to establish cargo transit times and cost of transport through the corridors .

The business plan included Northern corridor transport transit routes from port of Mombasa through Uganda, Rwanda, Burundi and part of S. Sudan as well as the DRC by road, rail and lake transport systems.

The Central corridor covers transit routes from port of Dar es salaam to Rwanda, Burundi, Uganda and eastern DRC with various modal split.

RCTS project was initiated in 2003 to study the high costs of transportation within the region.

The stakeholders noted that excessive transport costs , particularly for the land-locked countries of Burundi, Rwanda, Uganda and DRC constituted a s e r i o u s i m p e d i m e n t t o competitiveness of the regional goods and services . The delays also grossly contribute to cargo congestions at ports thereby eroding their ability to effectively compete and meet global performance benchmarks

Multimodal transport planning & operations require the co-operation of several actors.

That can only be achieved with proper exchange of information, streamlining of documentation & proper knowledge of time taken by various nodes.

Lack of performance indicators data and ICT single database soft-wares at various levels in the transport chain along the two corridors were among key d e f i c i e n c i e s i n t a c k l i n g inefficiencies of transport systems . RCTS will provide the indicators required for trade facilitation.

The Project involved the setting up of automated collection of manifest data at the ports of Mombasa and Dar es salaam. The data would then be routinely uploaded to RCTS database and relevant time tracking information made to stakeholders in all the member countries.

At the same time the project would design d a t a b a s e a n d develop relevant data interfaces to allow the seamless exchange b e t w e e n R C T S a n d t h e stakeholder systems.

The data base interface will be developed through the major data donors like Regional Revenue Authorities, Ports Authority, Clearing agents, Inland Container Deports, Railways, Weighbridge S ta t i ons , Road Transpor t Operators and One Stop Border Posts among others .

The RCTS is designed to address the deficiencies mentioned earlier and enable transport operators, shippers and other corridor users to gain advantage of information technologies that enable easy tracking and quick flow of cargo to a t ta in the des i red g loba l competitive benchmarks. All information stored centrally in one location will be easily accessed by the different users according to need . RCTS will also connect different systems to common data required and unify different ICT systems like Water Front, CBS, Simba and Asycuda among others.

The system is a win-win for all players in the transit transport. Benefits will include enhanced service delivery, better resource utilization and reduction of revenue leakage

FOR the system to succeed , the following stakeholders are needed due to their crucial roles . Revenue Authorities are key

stakeholders to RCTS because of several vested interests, among them - safeguarding dumping of transit goods. They will be able to electronically monitor cargo movement and replace the costly human intervention of physical escorts.

The RCTS will also address the issue of trade malpractices by using electronic monitors . Ports Authority are complex nodal points where various players are i n v o l v e d i n c h a i n s o f d o c u m e n t a t i o n p r o c e s s , clearance, shifting and flow of cargo and need viable interface systems to ensure quick transit of cargo .

Shipping lines/agencies will benefit from the ability to track empty containers from hinterland modes and suppress demurrage charges

Railways Operators will be able to pre-plan the supply of rail wagons and logistical arrangement to reduce time and cost

Road Operators will also benefit from improved fleet management and reduce time and cost of transport.

G o v e r n m e n t s , R E C s a n d development partners will benefit from improved availability of transport sector data that will ensure accuracy in forecasting and planning and enables the economy to reduce the margin of error.

The writer Isaac Onyango Omoke is Port & Maritime Statistics Officer at PMAESA Secretariat and a member of the Technical Steering Committee RCTS

Trucks stuck in a jam

obito é uma das mais importantes infra-estruturas portuárias da Costa L

Ocidental de África e afirma-se como o ponto de escala das principais companhias marítimas.

O Porto do Lobito tem uma configuração em forma de L, com 1. 122 metros de cais, fraccionado em Cais Norte (570 metros de extensão), Cais Sul (522) e Cais de cabotagem (150), permitindo a atracagem de navios de longo curso, de grande e de pequeno portes.

Na área de jurisdição marítima do Porto existem terminais Oceânicos da Sonangol (petrolífero) e da Secil-Lobito (cimento), os estaleiros navais do Lobito (Lobinave), a empresa de construção e reparação de plataformas petrolíferas Sonamet e fabrica de umbilicais para apoio a actividade petrolífera. Na verdade, o Porto Comercial do Lobito é considerado como sendo a epítome de um grande entreposto, pois a sua singularidade reside no facto de ser testa de ferro de uma linha com 1348 Km de extensão, o CFB, que facilita deste modo a conexão do Oceano Atlântico ao Índico. O Porto Comercial do Lobito e o Caminho-de-ferro de Benguela (CFB) são duas empresas públicas interdependentes, pois a rede de linhas-férreas do primeiro está ligada às do segundo, sendo o recinto portuário simultaneamente ponto de partida e destino das mercadorias que circulam pelo CFB. Com a reabilitação da linha ferroviária do Lobito ao Luau, nos próximos tempos, o Caminho de Fero de Benguela (CFB) vai passar a ser um corredor de transporte de mercadorias e passageiros, inclusive para os países vizinhos. Será um factor de desenvolvimento económico para Angola e para a província de Benguela. Por isso, depois da completa reabilitação do CFB a Direcção Geral do Porto do Lobito

Porto Comercial Do Lobito

prognostica um considerável aumento do fluxo de navios, tendo em conta a retomada das exportações da República democrática do Congo (RDC) e de outros países da SADC (Comunidade de Desenvolvimento dos Países da África Austral). Sendo o “Corredor do Lobito) uma via rápida e segura para o crescimento da economia dos países que compõem a organização regional, a Direcção do Porto Comercial do Lobito, projecta para os próximos anos a ampliação do Cais Sul, que contará com aproximadamente mais 300 metros que adicionados aos 522 perfaz 822 metros de cais acostável, específico para a carga e descarga de contentores. Inclui-se também no mesmo projecto, a criação de um Porto Seco para mercadorias contentorizadas e viaturas, a pavimentação do recinto portuário, a substituição de 25 quilómetros de linha-férrea dentro do mesmo recinto e a criação de uma área específica para armazenar e escoar o minério de

alguns países da região Austral, constituem outras grandes apostas da Direcção da Empresa para os próximos tempos. A reabilitação do CFB abre boas perspectivas para o Porto. E esta óptica obriga claramente a criação dessas condições para que possa responder a demanda. Recorde-se que a República democrática do Congo que já vai retomar a exportação de minério através do Porto Comercial do Lobito, assim que termine a reabilitação do Caminho-de-ferro de Benguela (CFB). Actualmente existem mais de quatro milhões de toneladas de minério que aguardam exportação através do “Corredor do Lobito”, pelo facto de ser a melhor via da costa Atlântica. O Caminho-de-ferro de Benguela já serviu, até meados dos anos 70, para o transporte de cobre, ouro, passageiros e outras mercadorias, da Zâmbia, RDC, Zimbabwe e de outros países que não têm acesso ao mar, através do Porto Comercial do Lobito.

26 Our Ports Magazine

PMAESA Secretary-General, Mr. Jerome Ntibarekerwa with Lobito Port Director General, Dr. José Carlos Gomes during a recent tour of the region

Pix by correspondent

obito é uma das mais importantes infra-estruturas portuárias da Costa L

Ocidental de África e afirma-se como o ponto de escala das principais companhias marítimas.

O Porto do Lobito tem uma configuração em forma de L, com 1. 122 metros de cais, fraccionado em Cais Norte (570 metros de extensão), Cais Sul (522) e Cais de cabotagem (150), permitindo a atracagem de navios de longo curso, de grande e de pequeno portes.

Na área de jurisdição marítima do Porto existem terminais Oceânicos da Sonangol (petrolífero) e da Secil-Lobito (cimento), os estaleiros navais do Lobito (Lobinave), a empresa de construção e reparação de plataformas petrolíferas Sonamet e fabrica de umbilicais para apoio a actividade petrolífera. Na verdade, o Porto Comercial do Lobito é considerado como sendo a epítome de um grande entreposto, pois a sua singularidade reside no facto de ser testa de ferro de uma linha com 1348 Km de extensão, o CFB, que facilita deste modo a conexão do Oceano Atlântico ao Índico. O Porto Comercial do Lobito e o Caminho-de-ferro de Benguela (CFB) são duas empresas públicas interdependentes, pois a rede de linhas-férreas do primeiro está ligada às do segundo, sendo o recinto portuário simultaneamente ponto de partida e destino das mercadorias que circulam pelo CFB. Com a reabilitação da linha ferroviária do Lobito ao Luau, nos próximos tempos, o Caminho de Fero de Benguela (CFB) vai passar a ser um corredor de transporte de mercadorias e passageiros, inclusive para os países vizinhos. Será um factor de desenvolvimento económico para Angola e para a província de Benguela. Por isso, depois da completa reabilitação do CFB a Direcção Geral do Porto do Lobito

Porto Comercial Do Lobito

prognostica um considerável aumento do fluxo de navios, tendo em conta a retomada das exportações da República democrática do Congo (RDC) e de outros países da SADC (Comunidade de Desenvolvimento dos Países da África Austral). Sendo o “Corredor do Lobito) uma via rápida e segura para o crescimento da economia dos países que compõem a organização regional, a Direcção do Porto Comercial do Lobito, projecta para os próximos anos a ampliação do Cais Sul, que contará com aproximadamente mais 300 metros que adicionados aos 522 perfaz 822 metros de cais acostável, específico para a carga e descarga de contentores. Inclui-se também no mesmo projecto, a criação de um Porto Seco para mercadorias contentorizadas e viaturas, a pavimentação do recinto portuário, a substituição de 25 quilómetros de linha-férrea dentro do mesmo recinto e a criação de uma área específica para armazenar e escoar o minério de

alguns países da região Austral, constituem outras grandes apostas da Direcção da Empresa para os próximos tempos. A reabilitação do CFB abre boas perspectivas para o Porto. E esta óptica obriga claramente a criação dessas condições para que possa responder a demanda. Recorde-se que a República democrática do Congo que já vai retomar a exportação de minério através do Porto Comercial do Lobito, assim que termine a reabilitação do Caminho-de-ferro de Benguela (CFB). Actualmente existem mais de quatro milhões de toneladas de minério que aguardam exportação através do “Corredor do Lobito”, pelo facto de ser a melhor via da costa Atlântica. O Caminho-de-ferro de Benguela já serviu, até meados dos anos 70, para o transporte de cobre, ouro, passageiros e outras mercadorias, da Zâmbia, RDC, Zimbabwe e de outros países que não têm acesso ao mar, através do Porto Comercial do Lobito.

26 Our Ports Magazine

PMAESA Secretary-General, Mr. Jerome Ntibarekerwa with Lobito Port Director General, Dr. José Carlos Gomes during a recent tour of the region

Pix by correspondent

udan has embarked on a grandiose port development project which will see it expand S

its container handling capacity by the building of two new berths with a wide range of new equipment. The construction of the two new berths which started last year is expected to be completed in 2012.

The two berths are expected to ease the rapidly growing container traffic in the Port Sudan port and is part of a wide range of activities being undertaken by the Sudan Ports Corporation which is responsible for the construction, maintenance and operation of all the ports along the Western Red Sea front.

The main port is divided into two the North and South Port which are specialized in handling different types of cargo. The North Port is dedicated for general cargo, bulk cargo, edible oils, mollases and vehicles and has a throughput of 18 million tons.

The South Port has three berths for container ships and a separate berth for grain silos and has a annual capacity 320,000 TEUs The El Khair Oil Terminal handles crude and refined oil and has a capacity of 2 million tons. Sudan also has a Green Port for handling bulk

Sudan Starts Grand Project Sudan Starts Grand Project

carriers which started operations in 2003.The Suakin (Osman Digna) Port 60 kilometres south of Port Sudan is dedicated to passengers, general cargo, liquified petroleum gas(LPG), livestock and cement among others.It is currently undergoing dredging To deepen and widen its channel and since it is expected to take the strain of the main port in the future, 12 new berths are being constructed by next year.The Osaief Port 260 kilometres north of the main port handles iron ore while Wadi halfa is a river port on the Nile on Sudanese Egyptian border which handles passenger traffic.Sudan also has a dry port at Kosti 1,200 kilometres west of Port Sudan which is menat to service the vast Western and Southern regions of Africa's largest country. The Sudan Ports development strategy was launched in 1987 following a study conducted by a Chinese firm which comprises a plan upto the year 2020.Among its main highlights is the

enhancement of safety, security and environmental protection , commercialization of operations and harmonization of the road, rail and ports networks so as to maximize efficiency and productivity. Sudan is a multi-racial country with 35 million population and occupies a land mass 2.5 million square kilometers.

30 Our Ports Magazine

SPC GM ENG. Ibrahim Al’ Amin Ahmed

Vistas of some of the Sudanese Ports undergoing expansion

28 Our Ports Magazine

udan has embarked on a grandiose port development project which will see it expand S

its container handling capacity by the building of two new berths with a wide range of new equipment. The construction of the two new berths which started last year is expected to be completed in 2012.

The two berths are expected to ease the rapidly growing container traffic in the Port Sudan port and is part of a wide range of activities being undertaken by the Sudan Ports Corporation which is responsible for the construction, maintenance and operation of all the ports along the Western Red Sea front.

The main port is divided into two the North and South Port which are specialized in handling different types of cargo. The North Port is dedicated for general cargo, bulk cargo, edible oils, mollases and vehicles and has a throughput of 18 million tons.

The South Port has three berths for container ships and a separate berth for grain silos and has a annual capacity 320,000 TEUs The El Khair Oil Terminal handles crude and refined oil and has a capacity of 2 million tons. Sudan also has a Green Port for handling bulk

Sudan Starts Grand Project Sudan Starts Grand Project

carriers which started operations in 2003.The Suakin (Osman Digna) Port 60 kilometres south of Port Sudan is dedicated to passengers, general cargo, liquified petroleum gas(LPG), livestock and cement among others.It is currently undergoing dredging To deepen and widen its channel and since it is expected to take the strain of the main port in the future, 12 new berths are being constructed by next year.The Osaief Port 260 kilometres north of the main port handles iron ore while Wadi halfa is a river port on the Nile on Sudanese Egyptian border which handles passenger traffic.Sudan also has a dry port at Kosti 1,200 kilometres west of Port Sudan which is menat to service the vast Western and Southern regions of Africa's largest country. The Sudan Ports development strategy was launched in 1987 following a study conducted by a Chinese firm which comprises a plan upto the year 2020.Among its main highlights is the

enhancement of safety, security and environmental protection , commercialization of operations and harmonization of the road, rail and ports networks so as to maximize efficiency and productivity. Sudan is a multi-racial country with 35 million population and occupies a land mass 2.5 million square kilometers.

30 Our Ports Magazine

SPC GM ENG. Ibrahim Al’ Amin Ahmed

Vistas of some of the Sudanese Ports undergoing expansion

28 Our Ports Magazine

30 Our Ports Magazine

he Walvis Bay Corridor Group last May held a Tconference to seek ways of

imp lemen t ing a seamless t ranspor t sys tem between Namibia and Zambia.

The conference labelled “Beyond Borders” was held at the Protea Hotel in Chingola, Zambia.

The two Ministries of Transport indicated their continued support in joining the business industry in smoothening obstacles that hamper efficient transportation of goods. Represen ta t i ves f rom the Namibian and Zambian private sectors also provided feedback on the usefulness of the Trans Caprivi Corridor Cluster Meetings that have been taking placed with technical support and funding by the United Nations Conference on T r a d e a n d D e v e l o p m e n t (UNCTAD).

This is part of their inter-regional p r o g r a m m e i n c o r r i d o r development to ensure long-term a u t o n o m o u s c a p a c i t y f o r coordinating trade and transport development in landlocked and n e i g h b o u r i n g d e v e l o p i n g countries.

The information session was

Walvis Bay Corridor Group Targets Copper-belt

attended by captains of the business industries in both Zambia and the Democratic Republic of the Congo. The session attendants were treated to presentations by the Walvis Bay Corridor Group, on the opportunities provided by the Walvis Bay Corridors in particular the Trans Caprivi Corridor.

The Namibian Ports Authority and the TransNamib Holdings Ltd. (the Namibian Rail Head) also made presentations on the Port of Walvis Bay (in Namibia) and the rail and road services provided by TransNamib.

The information session was officially opened by government representative led by Mr. David Kema of Ministry of Transport in Zambia and his counterpart from the Ministry of Works, Transport and Communication in Namibia Mr. Phillip Amunyela.

The Governmental off ic ials reiterated the support of the Z a m b i a n a n d N a m i b i a n government's commitment to strengthening economic ties between the two countries by addressing infrastructural and regulatory bottlenecks that pose c o n s t r a i n t s t o b u s i n e s s communities in their trading efforts between the two countries.

The private sector expressed their appreciation to the Governments of Namibia and Zambia government and UNCTAD in their dedication and support for including them in deliberations on the development of transport infrastructure for the enhancement of trade between the two countries.

Private sector representatives inc luded companies in the transport, mining, manufacturing, wholesale and retail industries.

Zambian and DRC companies in attendance expressed their interest in using the Trans Caprivi Corridor in future, other companies shared their experiences on their usage of the Trans Caprivi Corridor both the positive and challenges they faced on the route.

The Trans Caprivi Corridor provides landlocked countries such as Zambia, southern DRC and Zimbabwe access to the Port of Walvis Bay and allows four to five days transit time from Port to final destination.

Since the completion of the Katima Mulilo Bridge in May 2004 and promotional and facilitatory efforts on the Trans Caprivi Corridor, trade tonnages on the Trans Caprivi Corridor grew more than 140% last year, 2006.

Katima-Mulilo bridge which links Namibia and Zambia

30 Our Ports Magazine

he Walvis Bay Corridor Group last May held a Tconference to seek ways of

imp lemen t ing a seamless t ranspor t sys tem between Namibia and Zambia.

The conference labelled “Beyond Borders” was held at the Protea Hotel in Chingola, Zambia.

The two Ministries of Transport indicated their continued support in joining the business industry in smoothening obstacles that hamper efficient transportation of goods. Represen ta t i ves f rom the Namibian and Zambian private sectors also provided feedback on the usefulness of the Trans Caprivi Corridor Cluster Meetings that have been taking placed with technical support and funding by the United Nations Conference on T r a d e a n d D e v e l o p m e n t (UNCTAD).

This is part of their inter-regional p r o g r a m m e i n c o r r i d o r development to ensure long-term a u t o n o m o u s c a p a c i t y f o r coordinating trade and transport development in landlocked and n e i g h b o u r i n g d e v e l o p i n g countries.

The information session was

Walvis Bay Corridor Group Targets Copper-belt

attended by captains of the business industries in both Zambia and the Democratic Republic of the Congo. The session attendants were treated to presentations by the Walvis Bay Corridor Group, on the opportunities provided by the Walvis Bay Corridors in particular the Trans Caprivi Corridor.

The Namibian Ports Authority and the TransNamib Holdings Ltd. (the Namibian Rail Head) also made presentations on the Port of Walvis Bay (in Namibia) and the rail and road services provided by TransNamib.

The information session was officially opened by government representative led by Mr. David Kema of Ministry of Transport in Zambia and his counterpart from the Ministry of Works, Transport and Communication in Namibia Mr. Phillip Amunyela.

The Governmental off ic ials reiterated the support of the Z a m b i a n a n d N a m i b i a n government's commitment to strengthening economic ties between the two countries by addressing infrastructural and regulatory bottlenecks that pose c o n s t r a i n t s t o b u s i n e s s communities in their trading efforts between the two countries.

The private sector expressed their appreciation to the Governments of Namibia and Zambia government and UNCTAD in their dedication and support for including them in deliberations on the development of transport infrastructure for the enhancement of trade between the two countries.

Private sector representatives inc luded companies in the transport, mining, manufacturing, wholesale and retail industries.

Zambian and DRC companies in attendance expressed their interest in using the Trans Caprivi Corridor in future, other companies shared their experiences on their usage of the Trans Caprivi Corridor both the positive and challenges they faced on the route.

The Trans Caprivi Corridor provides landlocked countries such as Zambia, southern DRC and Zimbabwe access to the Port of Walvis Bay and allows four to five days transit time from Port to final destination.

Since the completion of the Katima Mulilo Bridge in May 2004 and promotional and facilitatory efforts on the Trans Caprivi Corridor, trade tonnages on the Trans Caprivi Corridor grew more than 140% last year, 2006.

Katima-Mulilo bridge which links Namibia and Zambia

32 Our Ports Magazine

frican ports have been challenged to view themselves first and foremost as revenue Aproviders and not mere trade enablers just

because of their large infrastructural investments.

The challenge was thrown to South African operators last May by MIPS Container Terminal Managing

thDirector Mr. Jorge Ferraz during the 5 Intermodal Africa Conference in Durban, South Africa.

Ferraz is also head of DP World in Southern Africa. In addition to MIPS in Maputo DP World operates a stevedoring and warehouse business at most South African ports.

“A revenue provider is a cash cow for the state, which due to its monopolistic positioning within the region, allows the ports to charge above international competitive rates to boost earnings, while operational inefficiencies are being recovered through extra charges applied often by complimentary logistic service providers,” Ferraz said.

A revenue provider, he said, is a port that offers just below average services and penalises users by charging excessively high rates for these services. “The objective of a revenue provider is to maximise income at the customers' expense whereas a trade enabler is a port that drives trade by providing users with a reliable link to the world markets, at a subsidised cost that creates an artificial competitive advantage.”Ferraz said the trade enabler's objective is to

ROLE OF PORTS QUERIEDencourage trade at the state's expense. Neither approach is healthy, he added.

For South African ports to become an international players, then they have to find a balance between revenue earnings and trade enabling that encourages investment and efficiency, he said. To achieve this the NPA needed to encourage competition between terminals within the same port

and between other ports within the region. There was also a need to encourage

development of port access and to encourage competitive value added services in close proximity to the ports,

including warehousing, container depots, packing and unpacking facilities among

others.

“By opening the doors to competition, efficiencies will improve which will ultimately lead towards high margins and lower costs to the trade,” he said.

Ferraz pointed out that DP World and PSA had developed primarily as transhipment hubs which allowed them to compete internationally with other regions. If South Africa's port authority is on the path to being an international player then it should not do so at the cost of local trade.

“Instead it (the NPA) should make it a priority of becoming competitive within the local market, as this will open the doors to becoming competitive on the international scene.”

Our Ports Magazine 33

h e S o u t h A f r i c a n G o v e r n m e n t h a s appointed a regulatory T

body to monitor and streamline the role of the National Ports Authority bringing to a close its dual role as landlord and regulator for port users.

The Transport department has already appointed nine non executive directors who among other things will be responsible f o r o v e r s e e i n g t h e appointment of their own Chief Executive Officer and other staff members.NPA's main role will now be to plan, provide, maintain and improve port infrastructure.NPA is a division of Transnet.Businesswoman Gloria Serobe h a s b e e n a p p o i n t e d chairwoman of the board. Other board members are: lawyer Andrew Pike, maritime specialist Brian Gowans, economist Thandiwe Njobe, economic analyst Phumzile Langeni and trade unionist Randall Howard.Others are accounting and auditing expert Ella Ntshabela, academic and economist Prof Doug Blackmur and the transport department's freight logistics strategy specialist Mawethu Vilana.The transport department says the task of the ports regulator will be to monitor the activities of the NPA by ensuring that the ports landlord provides acceptable levels of service to tenants and port users.The regulator must also "prevent the abuse o f monopoly power" by the NPA and ensure "impartiality and equity in the access to port services and the provision thereof".The transport department says the executive directors of the ports regulator wi l l be appointed soon.According to the National Ports Act, the ports regulator will have powers to hear appeals and investigate complaints raised by port users and tenants against the NPA.The act allows the regulator to

Body To Regulate NPAimpose a fine or a five-year prison term on anyone who w i l f u l l y o r neg l i g en t l y e n d a n g e r s s a f e t y o f nav iga t ion , persons o r property in the port.

However, the journey that has led to the creation of the regulator has not been an easy one. Initially, the National Ports Authority Bill, which paved the way for the establishment of the ports regulator, sought to unbundle the NPA from Transnet and set it up as a standalone company.Transnet and the trade unions resisted the move, with Transnet arguing that the separation would reduce its revenue drastically.

T h e N P A , w h i c h h a s traditionally been one of Transnet's cash cows, is now an integral part of Transnet's new business strategy of focusing on bulk freight transportation.The un ions feared the unbundling might result in the privatisation of the NPA, and that their members could lose their jobs.The NPA objected to the regulator having the power to stipulate the conditions on which it (the NPA) could lease land, saying this was central to its role as landlord.The NPA also objected to the

regulator having the power to set tariffs. The act guarantees that the setting of tariffs is the function of the NPA, although the regulator would have to approve them first.Meanwhile, the South African Port Operations (Sapo) and rail utility Spoornet say the co-ordination of their operations have begun to bear fruit. Both companies say they are now planning together and have eliminated congestion at SA's major container terminals.Transnet, which owns both Sapo and Spoornet, says ports and railways used to operate independently. In many cases this resulted in ships and trains arriving with loads of goods without prior arrangement between the two bodies. This affected the entire value chain and resulted in congestion at the ports."It now takes about 1½ days to transport goods between City Deep (SA's largest inland cargo t e r m i n a l b a s e d i n Johannesburg) and the Durban container terminal. Previously it took four days," says Sapo.

SA's seven commercial ports handle 96% of all imports and exports, with Durban Harbour carrying 67%.

(Additional reporting by Business Day reporters )

Loading steel bars onto a vessel

An aerial view of a port

Our Ports Magazine 33

32 Our Ports Magazine

frican ports have been challenged to view themselves first and foremost as revenue Aproviders and not mere trade enablers just

because of their large infrastructural investments.

The challenge was thrown to South African operators last May by MIPS Container Terminal Managing

thDirector Mr. Jorge Ferraz during the 5 Intermodal Africa Conference in Durban, South Africa.

Ferraz is also head of DP World in Southern Africa. In addition to MIPS in Maputo DP World operates a stevedoring and warehouse business at most South African ports.

“A revenue provider is a cash cow for the state, which due to its monopolistic positioning within the region, allows the ports to charge above international competitive rates to boost earnings, while operational inefficiencies are being recovered through extra charges applied often by complimentary logistic service providers,” Ferraz said.

A revenue provider, he said, is a port that offers just below average services and penalises users by charging excessively high rates for these services. “The objective of a revenue provider is to maximise income at the customers' expense whereas a trade enabler is a port that drives trade by providing users with a reliable link to the world markets, at a subsidised cost that creates an artificial competitive advantage.”Ferraz said the trade enabler's objective is to

ROLE OF PORTS QUERIEDencourage trade at the state's expense. Neither approach is healthy, he added.

For South African ports to become an international players, then they have to find a balance between revenue earnings and trade enabling that encourages investment and efficiency, he said. To achieve this the NPA needed to encourage competition between terminals within the same port

and between other ports within the region. There was also a need to encourage

development of port access and to encourage competitive value added services in close proximity to the ports,

including warehousing, container depots, packing and unpacking facilities among

others.

“By opening the doors to competition, efficiencies will improve which will ultimately lead towards high margins and lower costs to the trade,” he said.

Ferraz pointed out that DP World and PSA had developed primarily as transhipment hubs which allowed them to compete internationally with other regions. If South Africa's port authority is on the path to being an international player then it should not do so at the cost of local trade.

“Instead it (the NPA) should make it a priority of becoming competitive within the local market, as this will open the doors to becoming competitive on the international scene.”

Our Ports Magazine 33

h e S o u t h A f r i c a n G o v e r n m e n t h a s appointed a regulatory T

body to monitor and streamline the role of the National Ports Authority bringing to a close its dual role as landlord and regulator for port users.

The Transport department has already appointed nine non executive directors who among other things will be responsible f o r o v e r s e e i n g t h e appointment of their own Chief Executive Officer and other staff members.NPA's main role will now be to plan, provide, maintain and improve port infrastructure.NPA is a division of Transnet.Businesswoman Gloria Serobe h a s b e e n a p p o i n t e d chairwoman of the board. Other board members are: lawyer Andrew Pike, maritime specialist Brian Gowans, economist Thandiwe Njobe, economic analyst Phumzile Langeni and trade unionist Randall Howard.Others are accounting and auditing expert Ella Ntshabela, academic and economist Prof Doug Blackmur and the transport department's freight logistics strategy specialist Mawethu Vilana.The transport department says the task of the ports regulator will be to monitor the activities of the NPA by ensuring that the ports landlord provides acceptable levels of service to tenants and port users.The regulator must also "prevent the abuse o f monopoly power" by the NPA and ensure "impartiality and equity in the access to port services and the provision thereof".The transport department says the executive directors of the ports regulator wi l l be appointed soon.According to the National Ports Act, the ports regulator will have powers to hear appeals and investigate complaints raised by port users and tenants against the NPA.The act allows the regulator to

Body To Regulate NPAimpose a fine or a five-year prison term on anyone who w i l f u l l y o r neg l i g en t l y e n d a n g e r s s a f e t y o f nav iga t ion , persons o r property in the port.

However, the journey that has led to the creation of the regulator has not been an easy one. Initially, the National Ports Authority Bill, which paved the way for the establishment of the ports regulator, sought to unbundle the NPA from Transnet and set it up as a standalone company.Transnet and the trade unions resisted the move, with Transnet arguing that the separation would reduce its revenue drastically.

T h e N P A , w h i c h h a s traditionally been one of Transnet's cash cows, is now an integral part of Transnet's new business strategy of focusing on bulk freight transportation.The un ions feared the unbundling might result in the privatisation of the NPA, and that their members could lose their jobs.The NPA objected to the regulator having the power to stipulate the conditions on which it (the NPA) could lease land, saying this was central to its role as landlord.The NPA also objected to the

regulator having the power to set tariffs. The act guarantees that the setting of tariffs is the function of the NPA, although the regulator would have to approve them first.Meanwhile, the South African Port Operations (Sapo) and rail utility Spoornet say the co-ordination of their operations have begun to bear fruit. Both companies say they are now planning together and have eliminated congestion at SA's major container terminals.Transnet, which owns both Sapo and Spoornet, says ports and railways used to operate independently. In many cases this resulted in ships and trains arriving with loads of goods without prior arrangement between the two bodies. This affected the entire value chain and resulted in congestion at the ports."It now takes about 1½ days to transport goods between City Deep (SA's largest inland cargo t e r m i n a l b a s e d i n Johannesburg) and the Durban container terminal. Previously it took four days," says Sapo.

SA's seven commercial ports handle 96% of all imports and exports, with Durban Harbour carrying 67%.

(Additional reporting by Business Day reporters )

Loading steel bars onto a vessel

An aerial view of a port

Our Ports Magazine 33

34 Our Ports Magazine

he government of Seychelles is targeting new investors into its dynamic fishing Tindustry through a raft of incentives which

are expected to launch the sector into a highly profitable future .

Fisheries account for 17 per cent of the total labour force in the island nation with over 130,000 metric tons of fish and fish products produced in 2005 whose exports brought in an estimated USD 200 million in the same period .

This represented 53 per cent of foreign exchange inflows into the country which was double what was produced by the general industrial sector .

Among the concessions that are being laid out by the government are tax breaks for potential investors and access to government and private bank credit .

There are also possibilities of joint ventures in infrastructure like quays which are open for direct negotiation .

Fisheries is the leading economic sector in the Seychelles with 52% dominance which was even higher than tourism at 43 per cent in 2005.

Seychelles: Investments Galore In Fishing Industry

A tourist on one of the serene beaches holding a specimen of the famed coco de mere

A tourist on one of the serene beaches holding a specimen of the famed coco de mere

Our Ports Magazine 35

A tug boat at work in Victoria

34 Our Ports Magazine

he government of Seychelles is targeting new investors into its dynamic fishing Tindustry through a raft of incentives which

are expected to launch the sector into a highly profitable future .

Fisheries account for 17 per cent of the total labour force in the island nation with over 130,000 metric tons of fish and fish products produced in 2005 whose exports brought in an estimated USD 200 million in the same period .

This represented 53 per cent of foreign exchange inflows into the country which was double what was produced by the general industrial sector .

Among the concessions that are being laid out by the government are tax breaks for potential investors and access to government and private bank credit .

There are also possibilities of joint ventures in infrastructure like quays which are open for direct negotiation .

Fisheries is the leading economic sector in the Seychelles with 52% dominance which was even higher than tourism at 43 per cent in 2005.

Seychelles: Investments Galore In Fishing Industry

A tourist on one of the serene beaches holding a specimen of the famed coco de mere

A tourist on one of the serene beaches holding a specimen of the famed coco de mere

Our Ports Magazine 35

A tug boat at work in Victoria

TOP 100 PORTS CHART

Regional and World Ports Statistics

Our Ports Our Future

Our Ports Magazine 37

TOP 100 PORTS CHART

Regional and World Ports Statistics

Our Ports Our Future

Our Ports Magazine 37

38 Our Ports Magazine

he Tanzania Ports Authority ce lebra ted the i r f i rs t Tbirthday with glamorous

parades and festivities which were capped by the first ever open day for their customers.

The event which was attended by citizens, leaders and customers of the authority saw the final transition of the former Tanzania Harbours Authority into the TPA.

The festivities which brought together all the ports (maritime and inland) of Tanzania were also attended by top transport experts who delivered topical papers on the subject.

The one week festivities ended on a high note with a gala luncheon accompanied by music and dance in which teams which had participated in various sporting contests received awards from the chief guests.

The TPA entered its third phase of transition from the Tanzanian Harbours Authority which had been formed after the break-up of the then East Africa Harbours Corporation (EAHC) under the defunct East African Community which has been re-invigorated

TPA Celebrates One Year

with Rwanda and Burundi as new partners.

Today its mandate has been expanded to include all the ports in the Great Lakes areas and the new ports being set up to the North and South of Dar es Salaam.

The staff and guests were addressed by top TPA directors and officers led by the Managing Director Mr. Ephraim Mgawe.

Our Ports Magazine 39

Container terminal at Kigoma

Tanga Portonstruction work to turn the main border posts between CSouth Africa and Mozambique

into a one-stop facility will start early in 2008, Trade and Industry Minister Mandisi Mpahlwa has said .

Speaking after the conclusion of an economic bilateral commission at the Presidential Guesthouse in Pretoria, Mpahlwa said the two countries had reached agreement on one-stop border posts.

The Lebombo Ressano Garcia border post between Mozambique and South Africa would be the first to be turned into a one-stop facility - in place of people crossing having to check in on both sides of the fence.

The two countries have in recent years relaxed border controls, with visa requirements being waived and certain border posts being open 24 hours a day. -

The Maputo Development Corridor and MCLI recently held a joint workshop to strategise on the implementation of a One Stop Border Post (OSBP) to streamline flow of goods .This workshop considered a mile

stone by the participants explored the possibility of setting up the OSBP at Lebombo-Ressano Garcia border .

The workshop objective was to facilitate a common understanding of the notion and to consult stake-holders on the roadmap .

MCLI was presented by the SA Chairman, Dr Matthews Phosa who addressed over 20 members from both South Africa and Mozambique representing the road, port, rail, terminals, agents, shipping lines, transporters, financial institutions, information technology and cargo owners.The Minister of Finance in Mozambique, Mr. Manuel Chang, thanked the Department For International Development (DFID) for their support in funding the consulting work in moving towards the One Stop Border Post.

He said that the OSBP was part of the Mozambican Government's 5 year plan of 2005 to 2009 which would create an environment for increased investment opportunities in the country .It would, he said ,promote tourism and offer access to the sea.

He disclosed that Mozambique's inflation rate had fallen to only 3,7% in June this year, down 6% from 9.4% in 2006, and had attained an annual growth of 7 to 8 percent.The consulting team comprising of Luc De Wulf and Michel Zarnowiecki urged the stakeholders to think out of the box and optimize on the opportu-nities to design a state of the art one stop border post with joint controls, incorporating latest technology and procedures to ensure fast and efficient movement of people and goods through the border.

There has been an 80% increase in passenger volumes since the abolition of visa requirement between the two countries in April 2005.

De Wulf reminded participants that a reduction of 1 day release time at the border could result in a .5% reduction in the value of the goods.

Reducing the cost of doing business remains the one of the key drivers for both economies.

The focus will be on ensuring operational efficiencies through clear performance objectives and measure-ments .

Maputo and Pretoria in border pact

Our Ports Magazine 39

38 Our Ports Magazine

he Tanzania Ports Authority ce lebra ted the i r f i rs t Tbirthday with glamorous

parades and festivities which were capped by the first ever open day for their customers.

The event which was attended by citizens, leaders and customers of the authority saw the final transition of the former Tanzania Harbours Authority into the TPA.

The festivities which brought together all the ports (maritime and inland) of Tanzania were also attended by top transport experts who delivered topical papers on the subject.

The one week festivities ended on a high note with a gala luncheon accompanied by music and dance in which teams which had participated in various sporting contests received awards from the chief guests.

The TPA entered its third phase of transition from the Tanzanian Harbours Authority which had been formed after the break-up of the then East Africa Harbours Corporation (EAHC) under the defunct East African Community which has been re-invigorated

TPA Celebrates One Year

with Rwanda and Burundi as new partners.

Today its mandate has been expanded to include all the ports in the Great Lakes areas and the new ports being set up to the North and South of Dar es Salaam.

The staff and guests were addressed by top TPA directors and officers led by the Managing Director Mr. Ephraim Mgawe.

Our Ports Magazine 39

Container terminal at Kigoma

Tanga Portonstruction work to turn the main border posts between CSouth Africa and Mozambique

into a one-stop facility will start early in 2008, Trade and Industry Minister Mandisi Mpahlwa has said .

Speaking after the conclusion of an economic bilateral commission at the Presidential Guesthouse in Pretoria, Mpahlwa said the two countries had reached agreement on one-stop border posts.

The Lebombo Ressano Garcia border post between Mozambique and South Africa would be the first to be turned into a one-stop facility - in place of people crossing having to check in on both sides of the fence.

The two countries have in recent years relaxed border controls, with visa requirements being waived and certain border posts being open 24 hours a day. -

The Maputo Development Corridor and MCLI recently held a joint workshop to strategise on the implementation of a One Stop Border Post (OSBP) to streamline flow of goods .This workshop considered a mile

stone by the participants explored the possibility of setting up the OSBP at Lebombo-Ressano Garcia border .

The workshop objective was to facilitate a common understanding of the notion and to consult stake-holders on the roadmap .

MCLI was presented by the SA Chairman, Dr Matthews Phosa who addressed over 20 members from both South Africa and Mozambique representing the road, port, rail, terminals, agents, shipping lines, transporters, financial institutions, information technology and cargo owners.The Minister of Finance in Mozambique, Mr. Manuel Chang, thanked the Department For International Development (DFID) for their support in funding the consulting work in moving towards the One Stop Border Post.

He said that the OSBP was part of the Mozambican Government's 5 year plan of 2005 to 2009 which would create an environment for increased investment opportunities in the country .It would, he said ,promote tourism and offer access to the sea.

He disclosed that Mozambique's inflation rate had fallen to only 3,7% in June this year, down 6% from 9.4% in 2006, and had attained an annual growth of 7 to 8 percent.The consulting team comprising of Luc De Wulf and Michel Zarnowiecki urged the stakeholders to think out of the box and optimize on the opportu-nities to design a state of the art one stop border post with joint controls, incorporating latest technology and procedures to ensure fast and efficient movement of people and goods through the border.

There has been an 80% increase in passenger volumes since the abolition of visa requirement between the two countries in April 2005.

De Wulf reminded participants that a reduction of 1 day release time at the border could result in a .5% reduction in the value of the goods.

Reducing the cost of doing business remains the one of the key drivers for both economies.

The focus will be on ensuring operational efficiencies through clear performance objectives and measure-ments .

Maputo and Pretoria in border pact

Our Ports Magazine 39

17:00 - 21:00 Arrival of Delegates; Registration at the venue

08:30 - 09:00 Registration of participants (continues)

09:00 - 10:00 Opening of the meeting - Welcome remarks by the Lt. Col. Andre Ciseau, SPA's Chief Executive Officer, Port Victoria, Seychelles - Statement by the Secretary General of PMAESA Mr. Jerome Ntibarekerwa - Address by the chairman of PMAESA Mr. Abdallah H. Mwaruwa, Managing Director of the Kenya Ports Authority - Official opening by Mr. Joel Morgan, Minister for Transport of Seychelles - Messages of support (sub-regional and regional organisations and associations)

10:00 - 10:30 Tea/coffee break

10:30 - 11:30 State of The Maritime Transport Sector In Africa and The Role of The African Union Maritime transport; regional integration and intra-African trade - by Mr. Baba Moussa, Dir, Infrastructure, African Union - by Mr. Amos Marawa, Dir, Infrastructure & Energy Development, COMESA Secretariat - Mrs. Mapolea Makoena, Infrastructure Division, SADC The changing sub-Saharan Africa maritime and ports environment by Mr. Gordon Anyango, Transport Economist, ECA, Kigali

11:30 - 12:00 Discussions

12:00 - 14:30 Lunch break

14:30 - 16:00 Infrastructure and Operational Efficiency and Port Productivity Management in PMAESA Region - Mr. Zeph Ndlovu, National Ports Authority of South Africa (NPA) - Col. Andre Ciseau, Seychelles Ports Authority - Djibouti Port Authority - Mr. Gichiri Ndua, Kenya Ports Authority (KPA) - Mr. Jason Rugaihuruza, Harbour Master, Tanzania Ports Authority (TPA) - Mr. Pedro Joaquim, Deputy Director General, Angola Ports Authority - Mr. Shekur Suntah, Ag. Director General, Mauritius Ports Authority (MPA)

16:00 - 16:30 Discussions

16:30 - 17:30 Tea/coffee break

17:30 - 18:00 Port Development Initiatives in: - West and Central Africa by Mrs. M. Backo PMAWCA Executive Secretary - North Africa by Mr. Mohamed ElKaddioui, UAPNA Executive Secretary - Eastern and Southern Africa by Mr. Jerome Ntibarekerwa, PMAESA Secretary General

18:00 - 19:00 Port Maritime and Corridor Development - Developing maritime and port infrastructure to meet growing commercial needs by Department of Public Enterprises of South Africa - Role of SSATP in port and corridor development by Mr. Charles Kunaka, Regional Co-ordinator, WorldBank, Nairobi

- Role of transit corridor development to ports' activities by Mr. Matata Onyango, Executive Secretary, TTCA

19:00 - 19:30 North - South Port Cooperation - Mr. Richard Biagioni, Port of Marseille, France - Mrs. Annie Gruchy, Manager, Port of Havre, France - Dr. Joseph Shevel, President, Galillee College, Israel - Mr. Sid Boubakeur EU/Pro-Invest initiatives in Ports, Maritime Development 19:30 - 20:00 Discussions

20:00 Close of Day 1

08:30 - 09:00 Financing of the maritime transport sub-sector - Mr. Juste Rwamabuga, Division Manager, Infrastructure Development, African Development Bank - Mr. Anil Bhandari, World Bank - South African Development Bank

09:00 - 09:30 Discussions

09:30 - 10:00 Tea/coffee break

10:00 - 11:30 Maritime Safety, Security and Environment Protection: Where we are and what the future holds for Africa - African maritime safety by Mr. Kevin J. Keeler, Maritime Coastal Security Expert, U.S. Coast Guard - Port operations within maritime legislative code by Mrs. Nancy Karigithu, KMA - The African maritime environment protection future challenges and opportunities by Ms. Mpho Ledimo, Asst. Dir, Multilateral & Environmental, Ministry of Transport, South Africa - Implementation of the ISPS Code in the PMAESA region by IMO representative

11:30 - 12:00 Discussions

12:00 - 14:30 Lunch break

15:00 - 15:30 Tea/coffee break

16:00 - 16:30 Labour rationalisation and HIV/AIDS eradication in the ports and transit corridors by Ms. Shelagh O'Rourke, USAID Regional office, Nairobi

16:30 - 17:00 Women in Ports Development and Networking - Women integration in African Ports, by Ms. Batoura Kane Niang, PMAWCA - by North African Ports, Egypt

17:00 - 17:30 Discussions

17:30 - 17:45 Conclusion and Recommendations

17:45 Close of Day 2

09:00 Excursions to Seychelles tourist attractions16:00 CIAO Board Meeting

09:00 - 11:00 Working sessions of the PMAESA technical committees14:30 - 15:30 PMAESA Board meeting/CIAO Board Meeting17:00 PMAESA Council Meeting/plenary session

18:00 Close of Day 4

MEETING AGENDA

PRELIMINARY: SUNDAY, 9TH DECEMBER

DAY 1: MONDAY, 10TH DECEMBER

DAY 2: TUESDAY, 11TH DECEMBER

DAY3: WEDNESDAY, 12TH DECEMBER

DAY4: THURSDAY, 13TH DECEMBER

African Ports/Maritime Conference 2007Seychelles International Conference Centre-VictoriaDecember: 10th - 14th

AGENDA

17:00 - 21:00 Arrival of Delegates; Registration at the venue

08:30 - 09:00 Registration of participants (continues)

09:00 - 10:00 Opening of the meeting - Welcome remarks by the Lt. Col. Andre Ciseau, SPA's Chief Executive Officer, Port Victoria, Seychelles - Statement by the Secretary General of PMAESA Mr. Jerome Ntibarekerwa - Address by the chairman of PMAESA Mr. Abdallah H. Mwaruwa, Managing Director of the Kenya Ports Authority - Official opening by Mr. Joel Morgan, Minister for Transport of Seychelles - Messages of support (sub-regional and regional organisations and associations)

10:00 - 10:30 Tea/coffee break

10:30 - 11:30 State of The Maritime Transport Sector In Africa and The Role of The African Union Maritime transport; regional integration and intra-African trade - by Mr. Baba Moussa, Dir, Infrastructure, African Union - by Mr. Amos Marawa, Dir, Infrastructure & Energy Development, COMESA Secretariat - Mrs. Mapolea Makoena, Infrastructure Division, SADC The changing sub-Saharan Africa maritime and ports environment by Mr. Gordon Anyango, Transport Economist, ECA, Kigali

11:30 - 12:00 Discussions

12:00 - 14:30 Lunch break

14:30 - 16:00 Infrastructure and Operational Efficiency and Port Productivity Management in PMAESA Region - Mr. Zeph Ndlovu, National Ports Authority of South Africa (NPA) - Col. Andre Ciseau, Seychelles Ports Authority - Djibouti Port Authority - Mr. Gichiri Ndua, Kenya Ports Authority (KPA) - Mr. Jason Rugaihuruza, Harbour Master, Tanzania Ports Authority (TPA) - Mr. Pedro Joaquim, Deputy Director General, Angola Ports Authority - Mr. Shekur Suntah, Ag. Director General, Mauritius Ports Authority (MPA)

16:00 - 16:30 Discussions

16:30 - 17:30 Tea/coffee break

17:30 - 18:00 Port Development Initiatives in: - West and Central Africa by Mrs. M. Backo PMAWCA Executive Secretary - North Africa by Mr. Mohamed ElKaddioui, UAPNA Executive Secretary - Eastern and Southern Africa by Mr. Jerome Ntibarekerwa, PMAESA Secretary General

18:00 - 19:00 Port Maritime and Corridor Development - Developing maritime and port infrastructure to meet growing commercial needs by Department of Public Enterprises of South Africa - Role of SSATP in port and corridor development by Mr. Charles Kunaka, Regional Co-ordinator, WorldBank, Nairobi

- Role of transit corridor development to ports' activities by Mr. Matata Onyango, Executive Secretary, TTCA

19:00 - 19:30 North - South Port Cooperation - Mr. Richard Biagioni, Port of Marseille, France - Mrs. Annie Gruchy, Manager, Port of Havre, France - Dr. Joseph Shevel, President, Galillee College, Israel - Mr. Sid Boubakeur EU/Pro-Invest initiatives in Ports, Maritime Development 19:30 - 20:00 Discussions

20:00 Close of Day 1

08:30 - 09:00 Financing of the maritime transport sub-sector - Mr. Juste Rwamabuga, Division Manager, Infrastructure Development, African Development Bank - Mr. Anil Bhandari, World Bank - South African Development Bank

09:00 - 09:30 Discussions

09:30 - 10:00 Tea/coffee break

10:00 - 11:30 Maritime Safety, Security and Environment Protection: Where we are and what the future holds for Africa - African maritime safety by Mr. Kevin J. Keeler, Maritime Coastal Security Expert, U.S. Coast Guard - Port operations within maritime legislative code by Mrs. Nancy Karigithu, KMA - The African maritime environment protection future challenges and opportunities by Ms. Mpho Ledimo, Asst. Dir, Multilateral & Environmental, Ministry of Transport, South Africa - Implementation of the ISPS Code in the PMAESA region by IMO representative

11:30 - 12:00 Discussions

12:00 - 14:30 Lunch break

15:00 - 15:30 Tea/coffee break

16:00 - 16:30 Labour rationalisation and HIV/AIDS eradication in the ports and transit corridors by Ms. Shelagh O'Rourke, USAID Regional office, Nairobi

16:30 - 17:00 Women in Ports Development and Networking - Women integration in African Ports, by Ms. Batoura Kane Niang, PMAWCA - by North African Ports, Egypt

17:00 - 17:30 Discussions

17:30 - 17:45 Conclusion and Recommendations

17:45 Close of Day 2

09:00 Excursions to Seychelles tourist attractions16:00 CIAO Board Meeting

09:00 - 11:00 Working sessions of the PMAESA technical committees14:30 - 15:30 PMAESA Board meeting/CIAO Board Meeting17:00 PMAESA Council Meeting/plenary session

18:00 Close of Day 4

MEETING AGENDA

PRELIMINARY: SUNDAY, 9TH DECEMBER

DAY 1: MONDAY, 10TH DECEMBER

DAY 2: TUESDAY, 11TH DECEMBER

DAY3: WEDNESDAY, 12TH DECEMBER

DAY4: THURSDAY, 13TH DECEMBER

African Ports/Maritime Conference 2007Seychelles International Conference Centre-VictoriaDecember: 10th - 14th

AGENDA