The AfDB Transport Forum in Abidjan focuses on sustainable transport, highlighting resilient port infrastructure and private sector investment in logistics.
The second edition of the African Development Bank (AfDB) Transport Forum (ATF) commenced today in Abidjan, Côte d’Ivoire. Taking place from September 18 to 20, this year’s forum focuses on the theme, “Africa on the Move – Accelerating Sustainable Transport and Logistics Connectivity.”
ATF 2024 brings together senior leaders and experts from the transport sector for high-level panel discussions and presentations. The event provides a platform for sharing experiences, best practices, showcasing projects, and addressing emerging challenges in African transport.
One of the key sessions, “Port & Inland Water Transport: Demonstrating Resilience and Adaptation to Face a New International Panorama,” addressed various challenges faced by African ports. These include issues such as land connectivity, customs integration, governance, and climate-related hazards, which contribute to congestion and extended dwell times.
The session highlighted strategies for overcoming these challenges by fostering resilient port infrastructure. Private sector investment in digitalisation, along with the development of integrated logistics facilities like logistics parks and dry ports, were recognised as critical elements for success. Additionally, the role of inland waterway transport in promoting regional trade, particularly with landlocked countries, was underscored.
The session featured two discussion groups.
Group 1 focused on port efficiency, concessions, and cabotage, with contributions from John Mutorwa, Deputy Prime Minister and Minister of Works and Transport, Namibia; Marla Calado, Chief Operating Officer, Maputo Port Development Company, Mozambique; Stanley Ahorlu, CEO, Prime Meridian Docks, Ghana; Johann Djedje, Director General of Delioz Group, Côte d’Ivoire; and Michael Mamam, Port Authority of Kribi, Cameroon.
John Mutorwa highlighted that Namibia has an extensive coastline, with two key ports: Walvis Bay and Luderitz. Interestingly, Walvis Bay was not part of Namibia when the country gained independence in 1990 but was incorporated four years later. Since then, substantial investment has been made in the port, and its ongoing development will provide space for Botswana, Zambia, Zimbabwe, and DR Congo to improve their cargo transportation. With four transport corridors, Walvis Bay is well connected to the interior by both rail and road. However, efforts are being made to enhance the rail infrastructure and extend the network to better integrate Walvis Bay. A feasibility study for this project was completed last year.
“I must admit that we are not doing enough, but some progress is visible. Namibia has recently discovered the potential for green hydrogen, alongside the discovery of oil and some minerals,” added Mutorwa.
In Mozambique, the port of Maputo is government-owned and administered through the public-private joint venture “Maputo Port Development Company” (MPDC). This partnership includes Mozambique Ports and Railways (CFM), DP World, and South African company Grindrod Ltd. MPDC was appointed by the government in 2003, serving as both port operator and authority, responsible for shipping operations, port maintenance, security, cargo terminal management, and development planning. Marla Calado emphasised that DP World’s concession has been extended until 2058. Approximately 85% of the cargo passing through Maputo is for export, predominantly minerals.
Calado pointed out that the key challenges are inefficiencies in the railway system and bureaucratic issues at state borders. CFM and South Africa’s Transnet have recently launched a pilot project aimed at accelerating train traffic between the two countries. In terms of road transport, the Covid pandemic has helped reduce red tape and speed up interstate traffic.
“Ports need investment, modern and efficient equipment, and new technologies,” Calado concluded.
Coming from the private sector, Stanley Ahorlu provided a different perspective. “Africa cannot compete with large shipping companies operating on long-sea routes, which is why feeder and short-sea shipping are ideal solutions, particularly for West Africa.”
“I believe the things are not being done well. African ports face higher costs for both exports and imports, and port connectivity is inefficient. There are about 40 container-handling ports in Africa, with most cargo going through Tanger Med. However, this has shifted somewhat due to the crisis in the Red Sea. At the beginning of the crisis, Maersk said African ports were unprepared to adjust to the new route, but there has been some improvement since,” said Ahorlu.
“The other issue is the lack of uniform laws, with each African country having its own regulations, making the transportation of goods more complex and costly. In Ghana, for example, the port authority plays the dual role of businessman and regulator, which complicates matters. State-owned companies in Africa often shy away from business roles,” Ahorlu added.
“Governments must stop hindering development. The private sector assumes business risks with its investments, but bureaucracy and corruption stifle progress. Collaboration between the private sector and governments is essential to attract funding,” Ahorlu emphasised.
He concluded by advocating for the establishment of a maritime corridor that would introduce a continent-wide cabotage regime, similar to those in the USA and Europe.
Group 2 focused on port infrastructure resilience and inland waterways transport, featuring Olivier De Noray, CEO, Port Concession, Africa Global Logistics Maritime, France; Khalid Nuhu, General Manager and Corporate Planning, Ghana Ports and Harbors Authority; Coletha Ruhamya, Deputy Executive Secretary, Lake Victoria Basin Commission, Kenya; and Michael Mamam, Port Authority of Kribi, Cameroon.
Khalid Nuhu underscored the importance of thorough planning for successful project implementation, citing the USA and Europe as models to follow.
Nuhu stated that having a master plan makes it easier to attract investors, who are increasingly focused on green investments. However, rivers, unlike roads, lack clearly defined interstate borders, and communication between stakeholders in inland waterways, rail, and road transport is often lacking. This coordination is crucial for project planning, such as considering the height of bridges. Nuhu also stressed the need to reassure local communities that river development will not destroy their environments but rather improve their quality of life.
Coletha Ruhamya pointed out that climate change, through frequent floods and droughts, is increasingly affecting rivers and lakes, while its impact on sea transport is significantly smaller.
She noted that many projects stall during implementation. For instance, while buffer zones for environmental protection exist, they are not always enforced.
“The existing infrastructure should be upgraded towards sustainability and green standards, but Africa has one significant advantage compared to other regions – it is underdeveloped and has the opportunity to build climate-resilient infrastructure from scratch,” concluded Ruhamya.
The “African Railway Development and Intermodal Solutions” session emphasised the critical role of rail transport within African transport corridors. It explored how rail can be integrated with other modes of transport to enhance regional trade and facilitate the African Continental Free Trade Area (AfCFTA).
The discussion covered topics such as interoperability, accessibility, regulatory frameworks, operation and maintenance models, and private sector participation in rail infrastructure development.
With Africa’s population projected to double to 2.5 billion by 2050 and its economic output expected to triple by 2040, transport demands will grow significantly. This rapid growth, coupled with increased urbanisation, industrialisation, and international trade, will expand transport needs at urban, rural, and regional levels.
According to the Programme for Infrastructure Development in Africa (PIDA), transport infrastructure will need to accommodate a 6 to 8-fold increase in traffic, with even greater demands in landlocked countries.
The African Development Bank views the transport sector “as crucial for promoting inclusive growth and prosperity in collaboration with its Regional Member Countries.”
Furthermore, the Bank aims not only to finance projects “but also to champion knowledge sharing, facilitate networking among policymakers and stakeholders, and shape future policies in Africa’s transport sector.”
