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Djibouti set for prominence among African ports

Free-trade zone to surpass Ngqura in the draught of ships it will accommodate, writes Nicky Smith

Published: 2012/05/10 07:20:15 AM

A LARGE investment programme worth $4,3bn is being undertaken by the Djibouti Ports and Free Zones Authority (DPFA) to expand its operations and support the growing economy of its larger landlocked neighbour and main customer, Ethiopia. The plan is to add five ports to a sprawling complex incorporating a new free trade zone, the authority’s chairman, Aboubaker Omar Hadi, said in an interview last week.

The investment is in line with a push by heads of state on the continent — along with the African Development Bank (AfDB) — to accelerate infrastructure development, and will be rolled out over three years.

Djibouti has been identified as important emerging trans-shipment hub in Africa, whose other hubs include Durban and Dar es Salaam.

Mr Hadi believes the DPFA has stolen a march on SA’s Port of Ngqura, as the Djibouti port has been built to accommodate large vessels with a draught of up to 18m. Ngqura was dredged to a depth of 16,5m.

"We have the deepest container terminal (in Africa). We took a decision to go deeper (than Ngqura) because there was a chance the ships are going to keep getting bigger. We feel confident we made the right decision," Mr Hadi says.

Higher oil prices and the years of strong economic growth pushed shipping companies to seek economies of scale by building larger ships.

While larger ships may be efficient in some respects they require deep berths for offloading their cargo. Making multiple stops in the waters off small, shallow ports is expensive and time-consuming.

While Ngqura and Djibouti are thousands of nautical miles apart, both ports offer fast turnaround times for ships carrying containers for transshipment. That will attract more traffic and make more money.

In February the continent’s leaders launched the Programme for Infrastructure Development in Africa (Pida ) at an African Union meeting in Addis Ababa. The Pida is a multibillion dollar plan for investment that will run until 2040, and according to AfDB, would double Africa’s share of global trade to 4% and achieve the same for intra-Africa trade.

The AfDB estimated in 2010 that closing Africa’s infrastructure deficit would require spending $93bn a year until 2020.

Djibouti is at the mouth of the Red Sea and the Gulf of Aden, and is linked to Ethiopia’s capital Addis Ababa by rail. Almost 90% of Ethiopia’s exports and imports pass through Djibouti.

Djibouti has three ports: one for oil, a container terminal and a multipurpose port. The free trade zone is a fourth element.

"We are going to expand all three as we reach capacity in the next three years, we need to start early so that we do not have constraints," Mr Hadi says. "Our free trade area is also full; we have 145 companies from 36 countries operating out of there."

A second phase for the free trade area is being developed to accommodate light industry such as agro-processing.

The DPFA will take the risk of investing in infrastructure such as warehousing and bulk services on behalf of potential tenants in order to secure their business, Mr Hadi says.

Half the new 57ha free trade zone has already been allocated to companies that are either expanding in Djibouti or relocating there. They include business from India, China and the US, Mr Hadi says. The development of the new free trade zone will be completed by December.

Five new ports are either under construction or in the advanced planning stage. "We have about 75% of the funding already; it is a mixture of money from DPFA and from sources such as the AfDB, the Arab Fund and China Eximbank."

South African engineering and construction companies are well positioned to take part in the project, Djibouti-based business advisory services Greenwich Group CEO Dawit Gebre-ab says. "They understand the continent and the infrastructure environment. I think South African companies can take part in this programme," he says.

The five new ports will be purpose-built to allow Ethiopia to export livestock, crude oil, liquefied natural gas, salt and bulk commodities such as potash. A ship-repair yard is contemplated and a feasibility study has been commissioned to investigate the desirability of building the facility near the small port town of Obock.

The estimated cost of the yard is $400m.

"Off the coast of Djibouti is one of the busiest maritime routes in the world and we are lacking this sort of infrastructure in the region," Mr Hadi says.

The Doraleh Container Terminal, the first in East Africa, has a capacity of 1,5-million 20-foot equivalent units (TEUs) according to Mr Hadi. The plan is to more than treble this to 5,7-million TEUs annually.

Efficient transshipment services are needed to cut the cost of transport which has been identified by the AfDB as a constraint to growth and development on the continent.

The continent has 64 ports but they have low efficiency when measured in crane moves per hour. On average African ports achieve 20m/hr against a global average of 25-30m/hr in modern ports, the AfDB says. Djibouti’s Doraleh container terminal achieves an average of 34m/hr.

source (http://www.businessday.co.za/articles/Content.aspx?id=171378)

Mineral Port to be build in Djibouti's Lake Assal

During a ceremony in the building of the Directorate General of International Autonomous Port of Djibouti, in the heart of the capital, a contract to build a mineral port at Ghoubet in the Lac(Lake) Assal, was signed by the CEO of the Port of Djibouti, Saad Omar Guelleh, President of the Board of Salt Investments, Ali Guelleh Abdoubaker and Vice-President of the China Harbour Engineering Company, Lin Yichong.

An ore port to enable the country to export 5,000 tons of salt per year will soon emerge.

And this is a Chinese company, China Harbour Engineering Company has won the contract to $ 63,998,908 U $.

The contract was signed Friday at the premises of the Directorate General of AID by M.Saad Omar Guelleh, CEO of the Port, Ali Guelleh Aboubaker, Chairman of the Board of Investments and Salt Yichong Lin, vice president of CHEC Chinese society.

The CEO of the joint venture djibouto American Salt Investments Richeux Boris was also present at the signing of the contract.

The proposed construction of an ore terminal at Ghoubet is a priority of the Djibouti government which aims to create a national industrial base and develop its port infrastructure.

This project is only the preamble of a whole economic strategy to develop the port activities and strengthen our role as a regional logistics hub. The project duration is 2 years.The new ore terminal will be located 40 km south of the Gulf of Tadjourah in a sheltered area.

The product storage area is located approximately 80 km west of the Terminal. This terminal is located in an ideal area with a natural depth of over 15m. The size of ships that can dock at the terminal from 40,000 to 100,000 DWT.

But initially, over 80% of these vessels will ship with a capacity of 60,000 to 80.000DWT. In short, this is a huge project like know how to make Chinese companies. And the choice of China Harbour Engineering Company to carry out this important project is not trivial.

The CHEC has indeed made ports in many countries and its expertise in this area is recognized worldwide. Ore terminal project THE LAKE ASSAL The total project cost is $ U $ 63,998,908. The project duration is 2 years.

***Project Features***

The new ore terminal will be located 40 km south of the Gulf of Tadjourah in a sheltered area. The product storage area is located approximately 80 km west of the Terminal.

This terminal is located in an ideal area with a natural depth of over 15m. The size of ships that can dock at the terminal from 40,000 to 100,000 DWT.

But initially, over 80% of these vessels will ship with a capacity of 60,000 to 80.000DWT.

Project components:

- Dock Construction Dock Construction of a linear length of 400 m as 4 Duke serving as docking tower.

- Water Planning area of the basin and access channel to the terminal with a efficient lighting system (introduction of two buoys at the ends of the platform)

- Marine Strengthening structure of the marine structure as landward as the coastline to be structurally adequate and optimal.


Establishment of a conveyor system performance of the storage area to the ships with a belt conveying system and ship loading (vessel loader)

With this new device, the products will be shipped on a treadmill to the dock and be loaded on ships using the loading system.

- Road Redevelopment stretch of road between the mineral extraction area of ​​Lake Assal, the existing road

- Reconstruction of part of the road section.

- Rehabilitation of a section of the road connecting the existing N9 at the camp.

- Buildings Construction of an office building,.

- A water control station, a desalination plant to sea ​​water, * An electric generator of 1225KVA

- Auxiliary station water control, a system against fire, water drainage system, electricity, a control system and automated monitoring, computer tools and equipment for using the Navigation.

source (http://hornofafricanews.blogspot.com/2012/03/mineral-port-to-be-build-in-djiboutis.html)



29/02/2012 -

Djibouti/Chine : Signature du contrat de construction du futur quai minéralier du lac Assal entre le PAID et la China Harbour Engineering Compagny

Le directeur général du Port Autonome International de Djibouti, M. Saad Omar Guelleh, et le vice-président de la China Harbour Engineering Compagny, M. Lin Yichong, ont signé aujourd’hui le contrat de construction du terminal minéralier de Ghoubet au Lac Assal.

La cérémonie de signature s’est déroulée en présence du président du conseil d’administration de SALT Investment, M. Ali Guelleh Aboubaker.

Le terminal minéralier du Ghoubet dont la construction prendra deux ans, devrait coûter plus de 63.998.908 dollars US.

A terme, cette nouvelle infrastructure comprendra un quai linéaire d’une longueur de 400 mètres sous forme de quatre ducs d’Albe servant de tour d’accostage, dans une zone idéale avec une profondeur naturelle de plus de 15 m.

Les navires qui y accosteront auront une capacité de 60.000 à 80.000 tonnes métriques (DWT) dans un premier temps.

La mise en exécution de ce projet industriel et commercial d'envergure sur le site du lac Assal et du Goubet devrait permettre la construction, l'installation et l'exploitation d'unités industrielles complètes pour l'exploitation du sel, ainsi que toutes les installations annexes, telles qu’une centrale électrique, une usine de dessalement d'eau de mer, des zones de stockage et un port.

La réalisation de la première phase, estimée à 12 milliards francs Djibouti, de ce projet hautement stratégique pour le développement économique et social de notre pays, va permettre la création d'environ 200 emplois dans la zone du lac Assal avec comme objectif une production de six millions de tonnes.

La réalisation de ce projet permettra dans une seconde phase l'implantation de divers industries de dérivés du sel tels que la fabrication de détergents, d'acides caustiques et de chlore et doter notre pays d'un tissu industriel moderne et viable tout en respectant les exigences de la préservation de l'environnement.

Ce projet s'insère dans le cadre d'un vaste programme d'activités visant à transformer la région du lac Assal en un Pôle de développement économique regroupant des activités extractives et de transformations des ressources naturelles et disposant de toutes les infrastructures nécessaires à ces activités.

source (http://www.adi.dj/fr/)

Djibouti finalising finances for new ports

By Beatrice Gachenge

NAIROBI (Reuters) - Djibouti's port authority is close to securing $4.4 billion from international banks to finance the building of five new ports in the next four years to meet growing demand for trade boosted by South Sudan's gaining of independence.

The horn of Africa nation's main port primarily serves its landlocked neighbour Ethiopia, which accounts for about 70 percent of traffic, but began handling landlocked South Sudan's trade after the country seceded from Sudan in July.

Traffic through the port, run by Dubai's DP World, the world's third-largest port operator, is seen as a key economic indicator for the region as a whole. DP World also runs the Doraleh Container Terminal, with an annual handling capacity of 1.2 million TEUs (20-foot equivalent units).

"Our total investment in the port and marine services related business is $4.4 billion for the five ports and dry dock development and free zones," Aboubaker Omar Hadi, chairman of the Djibouti Ports and Free Zones Authority told Reuters.

"We have secured up to 85 percent. We are discussing with our traditional lenders. We are hoping to conclude and finalise the issue of financing in the coming weeks," he said, speaking on the sidelines of an infrastructure conference in Kenya's capital, Nairobi.

Hadi said that besides loans from China, Brazil and the Africa Development Bank (AfDB), the port would be financed up to 35 percent from internal revenues.

Some of the new ports will include Tadjourah, located on the north coast of Djibouti is expected to handle 4 million tonnes of potash exports a year and Port of Goubet will have a capacity of 4.5 million tonnes a year of salt exports both by end of 2013.

Funds for another, the Damerjog livestock port, and phase II of Tadjourah are yet to be secured, Hadi said.


BE LIKE TANGIER, DURBAN PORTS


Djibouti's container port handled 705,000 TEUs in the whole of 2011 and that will rise further this year.

"We are going to end this year with 900,000 TEUs, so we hope by mid-2013 Djibouti will be the third African port to cross the 1 million TEUs, after Durban and Tangier in Morocco," Hadi said.

The tiny red sea nation also plans to handle cargo from other landlocked countries in the east African region as well as parts of southern Africa, taking advantage of congestion at Kenya's main port, Mombasa.

"What we are expecting in terms of (total) throughput in South Sudan volume currently, is 6.5 million tonnes," Hadi said, referring to the potential trade of South Sudan.

"Out of the 6.5 million tonnes, we are planning to move through Djibouti, 70 percent. This would be 15-20 percent of the total volume of Djibouti port," he said, adding it would be achieved in the next 12 months.

South Sudan, building from scratch after years of civil war with the north, raised its shipment volumes through Kenya's port in 2011 by 87 percent, becoming the second biggest user of the Mombasa port after Uganda.

Djibouti, located on one of the world's busiest maritime sea routes, hosts France's largest military base in Africa plus a major U.S. base, and the port is used by foreign navies patrolling busy shipping lanes off the coast of Somalia to fight piracy.

The country also plans to double its main port's container capacity to 3 million TEUs in the next two years, after a $330 million expansion.

"We are on the feasibility study ... and it will be completed by May this year, after that we will decide when we are going to start construction," [/B]said Hadi.

source (http://af.reuters.com/article/investingNews/idAFJOE82D07720120314?pageNumber=2&virtualBrandChannel=0)

Djibouti is planning to invest over USD 1.5 billion in the next three years on ports and maritime related business activities, keeping Ethiopia in mind.
The Djibouti Ports and Free Zones Authority chairman, Aboubaker Omer Hadi, disclosed the intent of his agency last Friday at a reception held with clients and business partners at the Sheraton Addis.

Aboubaker said the major investment is going to be on a new ship repair and dry dock infrastructure that is going to cost 400 million dollars, while the second phase of the Doraleh Container Terminal will be constructed with an outlay of 330 million dollars with a capacity of three million TEU’s.
“The current Doraleh Container Terminal traffic is expected to reach its full capacity of handling 1.2 million TEU’s by the end of 2012 and we need to increase our capacity by constructing another terminal to handle the increasing traffic,” Aboubaker added. Djibouti Port handles over 90 percent of Ethiopia’s rapidly growing import

The 150 million dollar construction of the second phase of the Oil Terminal is also expected to start in 2012 aiming to increase the current capacity by 30 percent.

According to the chairman, the port’s activity of non-containerized traffic in 2011 increased by 60 percent reaching 4.5 million metric tons. In relation to containerized cargo service, traffic doubled to reach 800 thousand TEU compared to last year’s same time activity.

The petroleum traffic to Ethiopia also surged to 2.3 million cubic meters on average in 2010 and 2011. “This is a development supported by additional capacity created following the inauguration of the first phase of Doraleh Container Terminal,” Aboubaker said.

In addition the Djiboutian authorities are also set to expand the Port of Djibouti’s outer jetty berths and increase its depths from 12 to 13.75 meters with a total investment of 88.5 million dollars. This will provide the port with a capacity to accommodate six million tons of cargo a year in its first phase and three million extra tons in its second phase.

The authority also aspires to develop Tadjourah port at a cost of 85 million dollars. The port located 15 Km from Tadjourah and expected to be completed by 2013 will be mainly for bulk commodities like potash, explained Aboubaker.
Construction of the Port of Goubet will also consume an investment of 55 million dollars and is expected to be operational in 2013. It is a port primarily intended for the export of salt and will have the capacity of handling 4.5 million tons of traffic per year.

The authority has also a plan to set up a livestock port inside the existing Djibouti port at a cost of 20 million dollars with a capacity to serve two million heads of livestock annually. It also plans to develop a Free Zone, the Jaban Us, in PK12 at a cost of 30 million dollars, and expects to launch its study in 2012.

The coming three years will now be dedicated to the development of the Ports and Free Zones with a total outlay of 1.5 billion dollars, announced Aboubaker Omar Hadi, the newly appointed head of Djibouti Ports and Free Zones Authority.

Aboubaker, a man in his fifties who previously worked at the Port of Lagos in Nigeria, succeeded Aden Ahmed Doualeh in July 2011. With a rich career in the field of transport and port affairs, particularly with many qualities such as leadership and flexibility, he is considered the right person to take the authority to a higher level. Aboubaker has had a thirty-year career in the port of Djibouti, where he made his debut in the early 80’s.

In his speech Aboubaker noted that his office is in discussion with the ministries of transport and customs authority of South Sudan, Ethiopia and Djibouti so as to finalize the transit agreement and pave the way for South Sudan cargo to transit through Ethiopia and use the port of Djibouti as its first port. He explained the road has been completed on the Ethiopian side and is well in progress in South Sudan. But, he said, for the short and medium term the options will be the waterways from Malakal to Juba and Wau using multimodal roads and barges.

The Djibouti Ports & Free Zones Authority is the governing authority that sets the rules, directives and overarching principles for the smooth and efficient running of the current and future ports; as well as free zones, in Djibouti.
As of July 1, 2011 the management contract between DP World and the Djibouti Ports & Free Zones Authority come to an end, and the general cargo has since been handled by the authority. In June 2000, the government of Djibouti and DPWorld signed a 20 year contract to manage the Port of Djibouti facilities which were later extended. During that period of cooperation, the plan to construct a new port emerged in November 2006, and the cooperation evolved into a venture on Doraleh Port also to be managed by DPWorld. The Doraleh Port includes a container and an oil terminal which was a 450 million dollar venture where the government of Djibouti gets two third and DPWorld one third of the revenue from the port.

source (http://www.capitalethiopia.com/index.php?option=com_content&view=article&id=126:djibouti-believes-in-ethiopias-growth&catid=35:capital&Itemid=27)

Djibouti Aspires to Build Largest Ship Maintenance Yard for Region


The administration of Ismael Omar Guelleh in Djibouti has plans to build what will be the largest ship maintenance yard for East Africa and on the Red Sea corridor at a projected cost of 400 million dollars. Yet, experts in charge of developing the project have to choose the site for the project between the north coast of Djibouti (around Tajourah) and the country’s south coast, around Damerjog.

Water depth, wind level and geographical protection are factors in determining where the shipyard will be erected, according to Aboubaker Omar Hadi, chairman of the Djibouti Ports & Free Zones Authority.

“Otherwise, you will have to build a very expensive facility for a water break,” he told Fortune.

With the desire to incorporate dry dock and lift system models, the ship maintenance yard will be the ninth on the continent and the second on the East African coast, next to the 70-year old African Marine & General Engineering Co Ltd of Kenya. However, Djibouti’s shipyard will have the capacity to repair ships with 50,000dwt (dead weight), while its contender in Mombassa handles only up to 12,000dwt.

“We have wanted to build this yard for the past five years,” Aboubaker told Fortune.

Djibouti is at the heart of the Europe-Far East sea route, the second of the three largest routes in the world, apart from the Pacific and North Atlantic routes. An average of 90 large and medium size vessels, operated by liners such as Maersk and MSE, sail on this route, carrying around six million units of containers a year. This is projected to grow by an annual rate of 10pc.

The country wants to claim 50pc of this annual traffic in transhipment container logistics, thus committing, in the next three years, a 1.54 billion-dollar investment in expanding its existing port facilities and building new ones, according to Aboubaker, who was here in Addis Abeba for two days late last week.

He came here to promote these projects, including the creation of a new free zone, Jaban-us Free Zone, on a 57ht plot, 12km west of Djibouti Town. It will cost an estimated 30 million dollars, Aboubaker disclosed.

The government of Djibouti has plans to launch the second phase of the Doraleh Port development at a cost of 330 million dollars and convert the old Djibouti Port to a general cargo facility, at a projected cost of 88.5 million dollars, while expanding the newly built oil terminal at the Port of Doraleh at a cost of 150 million dollars, upgrading the facility’s storage capacity by 30pc.

There are also three plans on the drawing board to build brand new ports, including a livestock port, handing two million head, annually, in the south of Djibouti at a projected cost of 50 million dollars; in Goubet (the central part of Djibouti) to support a 4.5 million-tonne salt export, which could cost 55 million dollars; and the Port of Tajourah, one of the closest sea gates to landlocked Ethiopia, to be built at a projected cost of 85 million dollars.

The Port of Tajourah is designed to facilitate a prospective annual export of 4.5 million tonnes of potash from Ethiopia. The Ethiopian government has granted a concession over a 481sqkm area in the Danakil Depression, Afar Regional State, to the Ethiopian Potash Corp, a Canadian firm based in Toronto, which began drilling in May 2011. This extreme north-eastern part of the country contains a reserve of 128 million tonnes of the resource at 21pc potash component, geologists believe.

Both governments have contracted out road building projects from the quarry to the port. The Ethiopian part is constructed by the Defence Construction Enterprise.

“We have mobilised close to 60pc of the financing to pay for all these projects,” Aboubaker told Fortune.

The financing to pay for the construction of the shipyard, which is still under development, comes partly from the Djiboutian government and half from private investors in Europe and India. Their identities, however, remain confidential, and Aboubaker declined to disclose them.

However, the final deal is due by February 2012, and the launching of construction after three months, according to Aboubaker. The design and feasibility studies to justify the project are developed by one of the partners, which is a European company.

source (http://addisfortune.com/Djibouti%20A...r%20Region.htm)

Great thread!

Maritime : regain d'ambition pour Djibouti (JeuneAfrique)


« C'est confirmé », affirme Aboubaker Omar Hadi. Le président de l'Autorité des ports et des zones franches de Djibouti peut être satisfait : le gouvernement vient de lancer officiellement le projet de construction du terminal minéralier de Tadjourah, situé de l'autre côté du golfe du même nom, en face de la capitale. L'autorité portuaire doit désigner l'entreprise maître d'oeuvre avant la fin du mois, le premier coup de pioche étant attendu début juin.

Avec ce projet estimé à plus de 53 millions d'euros et financé par le Fonds saoudien de développement et le Fonds arabe pour le développement économique et social, le principal port de la Corne de l'Afrique reprend sa marche en avant, démarrée en 2005. Après la création d'un nouveau terminal pétrolier, d'une zone franche portuaire et du terminal à conteneurs de Doraleh, Djibouti a rongé son frein entre 2008 et 2009 pour cause de crise économique mondiale, avant de pouvoir ressortir des cartons ses multiples projets. « Ce sont les clients qui viennent nous démarcher », insiste Aboubaker Omar Hadi, comme pour justifier les 3,4 milliards d'euros d'investissements prévus dans les cinq ans.

Activités nouvelles

Cinq nouveaux terminaux doivent voir le jour d'ici à 2017, tous liés à l'arrivée d'activités nouvelles. Celui de Tadjourah, équipé d'un linéaire de 500 m de long avec deux postes à quai, doit être réceptionné en 2014. Il exportera près de 4 millions de tonnes par an de potasse en provenance de l'Afar éthiopien. « Les compagnies minières sont en action, et une *deuxième phase est déjà prévue pour exporter le double trois ans plus tard », confie le président des ports.

Également prévus pour démarrer avant l'été, les travaux du port du Goubet doivent arriver à terme fin 2013, pour permettre l'exportation de 4,5 millions de tonnes par an de sel extraites du lac Assal. Direction la Chine et le Japon, dont les importateurs prendront en charge les 42 millions d'euros nécessaires à sa réalisation. Toujours pour le marché chinois, le terminal gazier de Koubado doit être livré dans moins de trois ans, pour près de 2 milliards d'euros, gazoduc et usine de liquéfaction compris. Il devrait exporter 10 millions de mètres cubes de gaz éthiopien par an.

Le projet du quai de Damerjog, du côté du golfe d'Aden, prévu pour exporter chaque année plus de 5 millions de têtes de bétail d'Éthiopie et de Somalie vers les pays du Golfe et du Maghreb, est bien avancé. Tandis que celui du terminal pétrolier destiné à recevoir la production du Soudan du Sud doit compter avec la concurrence de Port-Soudan (Soudan) et de Mombasa (Kenya).

Bond des exportations

L'arrivée, plus ou moins acquise, de ces installations va faire bondir de 700 000 à 15 millions de tonnes les exportations des ports djiboutiens en cinq ans. Dans le même temps, Djibouti compte renforcer ses positions dans les activités de transbordement de conteneurs, dont il est déjà un champion africain depuis l'ouverture de Doraleh en 2009. Près des deux tiers des 703 617 équivalents vingt pieds (EVP, environ 38,5 m3) manutentionnés en 2011 sur ce terminal en eau profonde n'ont fait qu'y transiter avant d'être redistribués vers les ports de la mer Rouge ou de l'océan Indien, jusqu'à Durban (Afrique du Sud).

Sous la baguette de l'émirati DP World, l'activité du terminal est en hausse constante et devrait permettre à Djibouti de faire cette année son entrée dans le club très fermé des ports africains dépassant le million de boîtes par an (voir infographie). « Nous n'avons qu'à nous féliciter de l'arrivée de DP World. Un tel opérateur donne confiance au marché », assure Aboubaker Omar Hadi. Avec l'extension déjà programmée de Doraleh (pour porter sa capacité à 3 millions d'EVP par an), Djibouti, dont l'activité portuaire pèse déjà 65 % du PIB, a toutes les chances de devenir le « hub incontournable entre l'Europe et l'Asie » dont rêve le patron des ports.

source (http://www.jeuneafrique.com/Article/JA2677p064.xml0/petrole-exportations-construction-projetmaritime-regain-d-ambition-pour-djibouti.html)

http://i1187.photobucket.com/albums/z385/Moulhoule/SSC/008052012154210000000JA2677p064_info.jpg

Damen dock repair at Djibouti port

21 Feb 2012

The DMD 4020 bound for the Port of Djibouti
A Damen Modular Dock (DMD) is being constructed and delivered to the Port of Djibouti to provide repair and maintenance services for the port authority’s fleet and other vessels calling at the port.

The authority’s vessels include tugs, shoal busters and pilot vessels.

The DMD 4020 will measure 50 x 20m on completion and is currently under construction in Dubai.

After delivery, Damen services in Gorinchem will stay on hand for two years to give operational and technical support to the port.

A Damen spokesperson said to Maritime Journal: “The dock will not enhance Damen’s repair business as we are only building the dock for Djibouti and it will not be operated as a Damen Shiprepair yard, but it will generate business for the Djibouti Port Authority, who will operate it.”

The dock can be used for a wide variety of repair jobs. It will be equipped with cranes, accommodation units, roller blocks, workshop units, sandblast curtains and dock mooring systems. It can be enlarged to a length of 100 metres when required by coupling modules and wing walls together whilst afloat.

Djibouti is one of the busiest most important shipping gateways to the African continent – it is strategically located at the confluence of the Red Sea and the Indian Ocean.

source (http://www.maritimejournal.com/news101/damen-dock-repair-at-djibouti-port)

http://i1187.photobucket.com/albums/z385/Moulhoule/Damen-dock-repair-at-Djibouti-port.jpg

Building A Red Sea Gateway For Africa

Having been in the shipping business for 30 years, mostly in the Port of Djibouti but also spending three years in Lagos, Nigeria, last year Aboubaker Omar Hadi returned to his country to head the country’s all-important ports and free zones authority. He talked to New African about his responsibilities and his vision.


Q: The ports represent the lifeblood of the Djibouti economy; can you outline the expansion projects that are being undertaken at the moment?

A: We are currently investing $4.4bn in our development projects, including expanding the capacity of our current ports and the airport extension programme. We have extensive experience in running ports successfully, both for oil and containers. Indeed, our container port is one of the biggest in the world and certainly the biggest in Africa.

We built these two ports very quickly, taking a total of 23 months from the start of the project to the first ship arriving at the port. We know how to build these ports: we have the right partners, and we also know what to look for in the selection of contractors to build our infrastructure.



Q: The DPFZA is heavily dependent upon external economies and other factors for its success – short and long term. How does the DPFZA prepare itself for some of the challenges that may affect its foreign clientele, and in turn affect the income of the port itself?

A: There are a lot of external factors that affect the profitability of the ports and our activities but to reduce external risks we are diversifying. We are not only working in partnership with Ethiopia, our main customer, but also working with South Sudan. That country’s foreign trade is now taking off and over the last few months’ transit traffic has been moving from Djibouti to South Sudan in increasing volumes.

In addition to this we are also receiving trans-shipment traffic – that is, shipments for the other coastal states in the region, not just for landlocked countries. This traffic constitutes 55% of our revenue, transiting to Red Sea and Indian Ocean ports and even all the way down to Durban, South Africa.

So, it is evident that we are using our strategic location on one of the most important and busiest sea routes in the world, and we believe that by targeting the port’s trans-shipment volume it can grow by 100% in the coming years. Currently, this amounts to three million containers a year, but we anticipate this to rise to six million and we intend to capture at least 50% of this market.



Q: The ports obviously have a linkage to other areas of Djibouti’s economy. Where do you see the synergies to further enhance the economy?

A: There are many other areas of the economy that can benefit from our efficient ports. The basic business of the ports is in handling goods. We see huge opportunities for our clients to manufacture in the Free Zones that are being established and then re-export their goods. The ports are the only hub that can efficiently handle this flow of huge quantities of goods.



Q: Another key component of the DPFZA’s continued success is the stability of the country and the security of the services provided. In what ways are you ensuring that both these will be maintained for the future?

A: The security and stability in our country is our main asset. We certainly have the security measures in place, and we also have very high productivity. In fact, that level of productivity is world-class, unmatched even outside Africa. Our cranes are currently handling 34 containers an hour. This represents a highly efficient service that reduces the turnaround time for ships. This productivity would not be possible without our staff. We have also sent 120 of our most gifted students to a maritime academy in India. They will become the future managers of the three ports we currently operate and the five others we are planning. There are of course other related marine businesses that require qualified personnel, and this annual training programme represents an investment in our future.



Q: Where do you see the potential for growth and partner projects for the DPFZA?

A: We expect trade growth beyond South Sudan. We can reach the other East African landlocked countries and the heart of the continent where much of Africa’s resources are located. These cannot be capitalised upon without the port, rail and road connections.

As development and peace come to the region, we will capitalise from the increased movement of traffic.

In addition, competition between ports is not only based on the tariffs. Some ports may be cheaper in terms of their tariffs but when you look at their productivity, clients will choose Djibouti, because the cost of other ports’ inefficiency is higher.

Another measure that would be hugely positive to ourselves and our partners in East Africa would be the creation of a customs treaty or agreement. That would greatly enhance harmonisation and the movement of goods. We currently have a customs agreement between Ethiopia and Djibouti, a system of single documentation, and that has proved very successful.



Q: Do you have a personal vision for the ports and what the next five years hold?

A: Well for our ports and transportation, we see this development as demand-driven. When there is a trade there is a need for ports and transportation. But a port cannot work in isolation, without the rail and road connections reaching deep into the heart of the continent and perhaps even extending from the Red Sea to the Atlantic. At the moment we cannot cross the continent and we must transport goods around Africa which is vastly more expensive. So the future ports we are going to make will be integral to Africa’s future growth and inter-trade development, to connect the one billion African population. This is where we need to have vision and commitment.

source (http://www.newafricanmagazine.com/special-reports/country-reports/djibouti/building-a-red-sea-gateway-for-africa)

04-10-2012 - Entretien avec… M. Saad Omar Guelleh Directeur Général du PAID

Le directeur général du port autonome international de Djibouti, M. Saad Omar Guelleh, s’est plié aux règles de l’interview à chaud dans son bureau. Le haut responsable a répondu sans détour à nos interrogations sur les réalisations, les performances, les projets et perspectives d’avenir du PAID. Le PAID a tous les atouts nécessaires pour devenir une plateforme multimodale


La Nation :- Comment se porte, M le Directeur Général, le port autonome international de Djibouti dans le contexte économique mondial plutôt morose ?

M. Saad Omar Guelleh :- En dépit d’un contexte économique mondial difficile, le PAID continue de jouer son rôle de dynamiseur de l’économie nationale.

Les activités du Port ont favorablement évolué si l’on considéré les chiffres des huit premiers mois.

Le trafic de général cargo a augmenté de 15 % par rapport à nos prévisions tandis que dans le même temps le trafic du terminal à conteneurs s’est accru de 20 %.

Cela est la conséquence d’une croissance lente mais positive des activités maritimes, d’un regain des activités de nos principaux clients et d’une forte hausse de la demande intérieure et de l’Ethiopie.

Dites-nous aussi les avantages comparatifs du PAID vis-à-vis de ses concurrents de la région ?

Je passerai rapidement sur la position géographique exceptionnelle qui est une force naturelle des ports de Djibouti, pour insister plutôt sur les différentes réalisations qui ont été faites durant l’année en cours.

Ces dernières ont non seulement consolidé nos avantages concurrentiels mais nous permettent aussi de garder une longueur d’avance sur nos concurrents.

En premier lieu, nous avons restauré l’activité du terminal à conteneur en achetant les meilleurs équipements de manutention existants sur le marché international.

Nous avons également fait l’acquisition des outils technologiques et des systèmes de gestion les plus modernes dans l’exploitation des terminaux en particulier et des ports en général.

Comme le PAID est le fournisseur des services d’assistance aux navires (pilotage, remorquage et lamanage) pour tous les autres ports et terminaux de Djibouti, nous avons considérablement renforcé nos capacités dans cette activité en investissant massivement dans l’achat de deux nouveaux remorqueurs puissants pour servir la dernière génération de navires.

Pour assurer la maintenance de ces remorqueurs et autres navires nous nous sommes dotés d’un dock flottant de 1750 tonnes en devenant le deuxième port dans l’Afrique de l’Est disposant de pareille installation.

Par ailleurs, un ponton flottant est en cours de livraison pouvant servir de point d’ancrage des remorqueurs et faciliter les services d’accueil.

Pour accompagner cette redynamisation du PAID, nous avons restructuré l’organisation pour renforcer l’atout principal de l’entreprise ; le savoir faire et la qualité de ses ressources humaines.

Cette expertise bien Djiboutienne permet d’offrir aux clients des services de grande qualité.

Nous ambitionnons dans ce cadre de reconfirmer notre certification ISO 28000.

Quels sont les segments d’activités qui tirent le chiffre d’affaires du port de Djibouti vers le haut ?

Il y a trois grands secteurs d’activité.

D’abord, l’activité d’accueil des navires dont les produits ont progressé de 25 % entre 2010 et 2011 et pour lesquels nous prévoyons une augmentation de 6% cette année.

Ensuite, le traitement des marchandises diverses dont les recettes de frais ont connu une croissance de 37 % entre 2010 et 2011 et qui devraient afficher une hausse non négligeable de 20 % en 2012.

Enfin, les opérations de manutention des conteneurs pour lesquelles nous escomptons une croissance du chiffre d’affaires de 30 % cette année et qui nous permettent d’envisager avec sérénité le développement futur des activités portuaires.

Serait-il indiscret de vous demander les performances des segments d’activités de ce fleuron national, porteurs de développement et leurs retombées en termes de plus value financière durant les trois premiers trimestres de l’année 2012?

Je devrais dire qu’aucune activité portuaire n’est à négliger lorsqu’on parle de plus value financière.

Chacune des activités que j’ai citées ci-dessus et bien d’autres contribuent à renforcer la solidité financière du PAID.

Le développement économique actuellement en cours en Ethiopie nécessite l’importation de produits volumineux tels que des éléments d’usines, des machineries, de véhicules de toute sorte et d’engins de travaux publics.

Je dois dire cependant qu’il existe dans le domaine de transport maritime une tendance forte à la conteneurisation de la plupart des produits manufacturés.

Dans ce contexte, c’est donc évidemment sur le développement des activités conteneurisés que notre attention doit être portée en priorité.

Il se trouve que c’est aussi l’activité la plus lucrative parmi toutes les autres activités portuaires dans la mesure où elle dégage souvent une marge brute supérieure à 50%.

Je dirai aussi que le traitement du vrac n’est pas à négliger non plus et qu’à l’avenir le Port de Djibouti devra saisir toutes les opportunités pour assoir et pérenniser sa croissance.

Passons maintenant, M. le Directeur Général, au chantier du futur, quels sont les différents projets en cours ?

Dans le cadre de la nouvelle stratégie de développement des activités portuaires et conformément aux grandes orientations de la politique de transports, le gouvernement djiboutien a initié des grands projets visant à renforcer notre rôle de plateforme logistique régionale et d’optimiser les infrastructures portuaires en vue d’être en phase avec les évolutions du monde maritime.

Je peux vous citer à titre d’exemple les principaux projets : la construction du nouveau terminal minéralier de Goubet, le nouveau Port de Tadjourah et un projet de construction du terminal à bétail de Damerjog.

Le Port du Goubet dont la pose de la première pierre aura lieu dans le courant du mois prochain sera un terminal dédié à l’exportation du sel, richesse abondante dans le pays.

A travers le Port du Goubet, nous comptons exporter plus de 4.5 millions de tonnes de sel par an vers des grands marchés comme la Chine et l’Inde.

La construction du terminal à bétail de Damerjog s’inscrit dans le cadre de la diversification de nos activités et de spécialisation de nos terminaux.

Les études de faisabilité du futur terminal à bétail de Damerjog sont en cours et nous sommes en négociation pour obtenir le financement auprès de nos partenaires financiers.

Qu’en est-il du projet de terminal d’exportation minéralier au port de Tadjourah ?

Le Port de Tadjourah est un port en eau profonde qui a pour vocation d’être un port multipurpose.

En effet, le nouveau port de Tadjourah est un prélude à la nouvelle feuille de route du gouvernement axé sur le développement régional intégré visant à doter le pays d’un nouveau corridor appelé le troisième corridor.

Ce grand chantier portuaire est accompagné par des projets corollaires comme la construction de la route Tadjourah-Balho et la construction d’une nouvelle ligne de chemin de fer reliant la ville de Tadjourah à celle de Mekelé en Ethiopie.

Avec cette nouvelle plateforme multimodale dans le nord du pays, nous comptons desservir des pays enclavés comme le Sud Soudan, l’Ouganda, le Burundi et le Rwanda dans le cadre de l’intégration régionale (COMESA).

Vous n’êtes pas sans ignorer que l’Etat somalien est en train de renaître de ses cendres.

Cela ouvre-t-il des nouveaux débouchés pour les activités du PAID ? Si oui, lesquels ?

Nous tenons à nous réjouir de la mise en place des nouvelles institutions politiques en Somalie et nous leur souhaitons un grand succès dans leur mission de reconstruction du pays.

Je rappelle que le Port de Djibouti a déjà ouvert une plateforme opérationnelle en 2010 en vue de faciliter la redistribution des marchandises conteneurisées par voie de boutres vers les ports somaliens conjointement avec le groupement d’hommes d’affaires (Somali Business & Investment Council).

Notre pays entend jouer un rôle moteur dans le développement du transport multimodal au niveau régional.

Comment et avec quels moyens le port de Djibouti va-t-il tirer son épingle du jeu dans ce challenge régional ?

Le transport multimodal qui correspond à l’utilisation de plusieurs modes de transport (maritime, routier, ferroviaire et aérien) sous la responsabilité d’un seul consignataire ; est actuellement utilisé en partie par l’Ethiopie.

Le PAID a tous les atouts nécessaires pour la réalisation du multimodal avec ses différentes dessertes routières et ferroviaires et l’utilisation de systèmes intégrés avec les autres parties de la communauté portuaire.

On prête au staff dirigeant du PAID un certain savoir-faire dans le management social.

Quels sont alors les acquis de votre politique de valorisation des ressources humaines ?

Nos ambitions pour nos employés sont un service de qualité, un lieu de travail sûr et un environnement dans lequel l’égalité des chances et la diversité constituent des valeurs respectées et où les employés sont reconnus, appréciés et motivés.

Nous offrons à nos employés des carrières évolutives, la promotion interne est toujours privilégiée et nous encourageons nos salariés de profiter des opportunités qui s’offrent à eux.

Les employés, techniciens et cadres supérieurs sous votre autorité vont-ils bénéficier des formations ciblées dans l’immédiat ou à l’avenir ?

Le développement continu des compétences de nos employés est fondamental pour la pérennisation du PAID.

C’est pourquoi nous mettons l’accent sur des formations permettant de bâtir une nouvelle culture d’entreprise.

Pour cela nous disposons d’une plateforme de formation interne à travers un centre de formation dispensant de nombreuses formation dans différents domaines, langues, opérations portuaires, sécurités etc …, d’un programme de formation en partenariat avec la CNUCED dans le cadre du Programme Train For Trade pour le renforcement des compétences des ressources humaines.

Pour préparer les ressources de demain nous avons déjà finalisé la formation de 15 jeunes bacheliers dans une académie maritime d’Alexandrie en Egypte pour devenir de futurs officiers de la marine marchande.

Nous avons également lancé un vaste et ambitieux programme de formation de 120 étudiants djiboutiens dans la plus grande université maritime d’Inde dans divers corps de métiers relié au domaine maritime.

Notre présent et devenir commun riment avec promotion du genre.

Pensez-vous que la parité sera incessamment ou prochainement effective quant au pourvoi des postes à responsabilité au sein du PAID ?

Nous pouvons nous féliciter d’être la première entreprise publique qui met la valorisation des femmes à tous les niveaux du processus de développement du port.

Un seul exemple permet d’illustrer notre volonté de promotion du genre : parmi les huit directeurs sectoriels que comptent le PAID, quatre d’entre eux sont des femmes.

Quelles sont les perspectives d’avenir du port de Djibouti sur le court, moyen et long terme ?

A court terme, nos perspectives sont de consolider les acquis du PAID, pour cela nous devons maintenir une gestion saine, responsable et fidéliser le trafic déjà existant en continuant à se doter des équipements, du matériel et du capital humain nécessaire afin de garantir des prestations de qualité.

A Moyen terme, notre planification stratégique est de rendre notre place portuaire attractive aux investisseurs et industrielles, Djiboutiens et étrangers.

A long terme, nous souhaitons poursuivre un schéma de développement d’une plateforme spécialisée et moderne, et pour cela nous comptons engager des investissements importants qui nous permettrons d’être au diapason de la concurrence régionale et internationale.

Le mot de la fin.

Pour conclure, nous sommes conscients des enjeux et de l’importance de nos infrastructures portuaires, d’où la nécessité d’améliorer constamment la qualité de nos services toujours dans cette quête de mieux servir nos clients.

source (http://www.lanation.dj/m-news2.php?ID=804)

22-11-2012 Un dock flottant modulaire largue ses amarres

Avec l’amarrage d’un dock flottant modulaire de 1750 tonnes dans nos eaux, le port de Djibouti est devenu depuis hier le deuxième port après celui de Durban à disposer de pareille installation en Afrique orientale et australe. L’acquisition de ce mastodonte sophistiqué s’inscrit dans le cadre de la stratégie de modernisation des infrastructures portuaires, engagée ces dernières années sous la houlette du directeur général de ce fleuron national, Saad Omar Guelleh.


Hier, au petit matin, un dock flottant modulaire a largué ses amarres au port autonome international de Djibouti.

La plupart des membres de l’équipe dirigeante du PAID étaient là pour accueillir le mastodonte flottant très sophistiqué dont le poumon économique du pays vient de faire l’acquisition.

Vu de près, celui-ci est impressionnant parce que composé de plusieurs modules dont une grue électrique d’une capacité de levage de 8,3 tonnes et d’une hauteur de 26 mètres.

L’acquisition du dock flottant modulaire est une première du genre dans l’histoire du PAID depuis sa création.

Elle s’inscrit dans le cadre de la stratégie de modernisation des infrastructures portuaires, engagée ces dernières années sous la houlette du directeur général de ce fleuron national, Saad Omar Guelleh.

Elle démontre également la volonté de ce manager de se donner les moyens de ses ambitions pour moderniser entièrement le port de Djibouti.

En effet, le PAID a consenti des investissements conséquents dans les achats du dock flottant modulaire, d’un pontant flottant, de douze tracteurs Mafi, de cinq élévateurs de 45 tonnes et de deux nouveaux remorqueurs puissants pour servir la dernière génération de navires qui sont déjà disponibles sur place.

Notons au passage que huit autres remorques seront bientôt livrées au Port de Djibouti.

Autant d’acquisitions, qui font partie intégrante du développement des infrastructures portuaires et qui permettront d’optimiser les conditions de sécurité des prestations de services d’assistance que le PAID dispense aux navires pour tous les autres ports et terminaux de Djibouti.

Qu’il s’agisse du pilotage, du remorquage ou du lamanage.

On peut en dire autant des réparations et des services de maintenance que le dock flottant modulaire de 1750 tonnes va assurer pour les navires desservant le port de Djibouti, pour ceux qui naviguent sur les eaux maritimes de la Mer Rouge , ainsi que pour les remorqueurs et vedettes, les pilotines et engins flottants qui équipent ce poumon de l’économie djiboutienne.

Ces réparations d’équipements, effectuées au niveau local, sont synonymes de gain de temps et de moindre coût pour le Port de Djibouti.

Alors qu’elles étaient autrefois sous traitées à l’extérieur.

Le port de Djibouti est désormais le deuxième port après celui de Durban à disposer de pareille installation en Afrique orientale et australe.

source (http://www.lanation.dj/m-news2.php?ID=1120)



A modular floating dock dropped its moorings

With mooring a floating modular dock 1750 tons in our waters, the port of Djibouti became the second port yesterday after the Durban to have such a facility in Eastern and Southern Africa. The acquisition of this behemoth is sophisticated part of the strategy of modernization of port infrastructure, committed in recent years under the leadership of General Manager of this national treasure, Saad Omar Guelleh.


Yesterday, in the morning, floating dock modular dropped its moorings at the Autonomous Port of Djibouti International.

Most members of the management team of AID were there to greet the floating behemoth whose sophisticated economic powerhouse of the country comes to the acquisition.

Seen close up, it is impressive because composed of several modules including an electric crane with a lifting capacity of 8.3 tonnes and a height of 26 meters.

The acquisition of modular floating dock is a first of its kind in the history of AID since its inception.

It is part of the strategy of modernization of port infrastructure, committed in recent years under the leadership of General Manager of this national treasure, Saad Omar Guelleh.

It also demonstrates the willingness of the manager to provide the means of its ambitions to completely modernize the port of Djibouti.

Indeed, AID has made significant investments in purchases of modular floating dock, a floating bridging, twelve Mafi tractors, five 45-ton trucks and two new powerful tugs to serve the next generation of vessels that are already available on site.

Incidentally, eight trailers will soon be delivered to the Port of Djibouti.

As acquisitions, which are part of the development of port infrastructure and will optimize the safety conditions of services of assistance to ships PAID waiver for all other ports and terminals Djibouti.

Whether it's driving, towing or mooring.

We can say the same repairs and maintenance services as modular floating dock will ensure 1750 tonnes for ships serving the Port of Djibouti, for those who sail the sea waters of the Red Sea, as well as tugs and celebrities, pilot boats and floating structures fitted to the lung of Djibouti's economy.

These equipment repairs carried out at local level, are synonymous with saving time and cost for the Port of Djibouti.

While they were once outsourced abroad.

The Port of Djibouti is now the second largest port after the Durban to have such a facility in Eastern and Southern Africa.

La China Merchant Holding International actionnaire des Ports de Djibouti

(Agence Ecofin) - Le gouvernement de Djibouti a autorisé l’entrée de la China Merchant Holding International dans le capital du Port Autonome International de Djibouti, récemment transformé en société anonyme sous la dénomination de Ports de Djibouti.

« Le partenariat tissé avec la China Merchant Holding International permettra d'assurer une meilleure couverture de la demande croissante en trafic maritime d'une part, et d'autre part de doper le développement économique et social du pays en général », a déclaré Ilyas Moussa Dawaleh, ministre djiboutien de l'Economie et des Finances.

Selon l’agence Xinhua, l’objectif de cette collaboration avec la Chine vise à « capitaliser que le savoir-faire portuaire acquis auparavant auprès du groupe Dubaï Ports World », afin de développer la « construction d'un chantier naval et de réparation de navires ainsi qu'une nouvelle ligne maritime »

source (http://www.agenceecofin.com/investissement/0201-8250-djibouti-la-china-merchant-holding-international-actionnaire-des-ports-de-djibouti)

China Merchants invest in African Port of Djibouti


China Merchants has acquired a 23.5 percent share in Port de Djibouti SA (PDSA) for US$185 million as the company continues in its bid to become a globally recognised terminal operator.

The Hong Kong-based firm said that the acquisition, the company’s second in as many weeks, will enhance “the group’s positioning in the increasingly affluent African market”.

PDSA’s assets include a multipurpose cargo facility in Djibouti Port and a 66.7 percent stake in the Dolareh Container Terminal, which its joint owner DP World calls “the most technologically advanced container terminal in the African continent.”

In addition to its investment in Djibouti, China Merchants, along with its consortium partners China Shipping Terminal and Cosco Pacific, received approval from the Taiwanese investment committee for a 30 percent share in a container terminal operated by Yang Ming Marine Transport

According to the JOC, the two deals are expected to be proceeded by the announcement that China Merchants has agreed a 49 percent stake in CMA CGM’ s port operating arm Terminal Link, which would give the company a major foothold in both the European and North American markets.

The Port of Djibouti is vital to the country’s $982 million economy due to its strategic location on the Red Sea - one of the busiest shipping lanes in the world. The port is used as a gateway to landlocked-Ethiopia in the south and as a transshipment hub for trade from countries on Africa’s east coast.

source (http://www.porttechnology.org/news/china_merchants_invests_in_african_port_of_djibouti/)

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:banana:

Djibouti is developing it's port infrastructure nicely. It's good to see that 85% of it's investments are secured.

^^ More than developing the infrastructure nicely, the Ports & Free Zones Authority is actually taking the game to whole new level. We're talking about expanding the existing facilities (2 ports, oil terminal & free zone) and building 3 additional ports, a ship maintenance yard, 2 new free zones, a shipping line, an additional oil terminal and a LNG facility. The whole thing by 2017! They're looking beyond Ethiopia now and wanna position the country as Africa's gate on the eastern shores.

When completed, Djibouti's ports handling capacity will be increased 15 folds!!! It's very ambitious actually

If they succeed with those plans even by 2020, it's nothing short of amazing. The revenue from these investments will develop the country extremely fast. Djibouti pulling this off proves that size doesn't matter lol.

Wow I'm amazed. So many projects all at the same time. Djibouti is on track to becoming the Singapore of Africa.

China Merchants invest in African Port of Djibouti


Hong Kong-based firm acquires 23.5% share in Port of Djibouti for US$185 million

China Merchants has acquired a 23.5 percent share in Port de Djibouti SA (PDSA) for US$185 million as the company continues in its bid to become a globally recognised terminal operator.

The Hong Kong-based firm said that the acquisition, the company’s second in as many weeks, will enhance “the group’s positioning in the increasingly affluent African market”.

PDSA’s assets include a multipurpose cargo facility in Djibouti Port and a 66.7 percent stake in the Dolareh Container Terminal, which its joint owner DP World calls “the most technologically advanced container terminal in the African continent.”

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In addition to its investment in Djibouti, China Merchants, along with its consortium partners China Shipping Terminal and Cosco Pacific, received approval from the Taiwanese investment committee for a 30 percent share in a container terminal operated by Yang Ming Marine Transport

According to the JOC, the two deals are expected to be proceeded by the announcement that China Merchants has agreed a 49 percent stake in CMA CGM’ s port operating arm Terminal Link, which would give the company a major foothold in both the European and North American markets.

The Port of Djibouti is vital to the country’s $982 million economy due to its strategic location on the Red Sea - one of the busiest shipping lanes in the world. The port is used as a gateway to landlocked-Ethiopia in the south and as a transshipment hub for trade from countries on Africa’s east coast.

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Djibouti to Raise $5.9 Billion From Investors for Infrastructure


Djibouti is in talks with India, China, Brazil, Russia and Arab investors to finance infrastructure projects worth $5.9 billion, the head of the country’s ports authority said.

The Horn of Africa nation, which is seeking to become a middle-income nation by 2035, plans to develop rail links, ports, and oil and gas pipelines, Djiboutian Ports and Free Zones Authority Chairman Aboubaker Omar Hadi said in an interview today. Commitments for “close to 57 percent” of the project costs have already been received from China, India, a Saudi Arabian fund and other investors, he said in London.

The projects include a doubling of capacity at the Doraleh container port to 3 million containers a year by 2015, according to documents distributed by the Djiboutian government at a conference in London. That would rank it as the continent’s biggest such facility, it said.

Djibouti, which hosts about 2,500 U.S. military personnel at the Camp Lemonnier military base, has a $1.1 billion economy with fewer than 1 million people. The economy relies on services related to the country’s strategic location on the Red Sea, one of the world’s busiest shipping lanes.

Economic growth in Djibouti averaged 5 percent from 2006 to 2012, compared with 2.5 percent from 2001 and 2005, Ahmed Osman Ali, governor of Djibouti’s central bank, said at the conference.

Six Ports

The country plans to create six ports to handle commodity exports, according to Hadi.

In addition to the expansion of Doraleh, Djibouti plans to build a facility at Tadjourah, with the first phase being funded by the Saudi Fund for Development and the Arab League’s Kuwait- based Arab Fund for Economic and Social Development at a cost of $80 million. A second phase of development will begin in 2015 and cost $90 million, the government said.

Last month, construction began on another port at Ghoubet that will provide for the export of salt and gypsum deposits from Lake Assal. The lake is the site of the world’s largest undeveloped salt reserve, according to Salt Investment SA, a unit of Washington-based Emerging Capital Partners. Chinese funding of $64 million has been secured for the port, the government said.

Talks are under way for $600 million oil refinery that will allow for the import of crude oil from South Sudan by pipeline, the government said. The finished products will be sold in East Africa.

South Sudan signed an agreement with Ethiopia and Djibouti to build an oil pipeline that would reduce its dependence on crude shipments via neighboring Sudan. The two Sudans came to the brink of war last year amid a dispute over processing and transport fees.

LNG Terminal

Plans for a $2.6 billion liquefied natural gas terminal in Djibouti, including a liquefaction plant and a pipeline, will enable the export of 10 million cubic meters of gas from Ethiopia to China annually from 2016, the government said.

Brazil and Russia are mainly interested in financing the oil pipeline from South Sudan, a gas pipeline and rail links with Ethiopia, Hadi said.

Negotiations have started with the two nations for “concessional loans” of about $1 billion to be repaid at an annual interest rate of 3 percent over 25 years, Hadi said. Brazil’s commitment “is not yet finalized,” he said.

source (http://www.bloomberg.com/news/2013-05-08/djibouti-to-raise-5-9-billion-from-investors-for-infrastructure.html)