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PROJECT CARGOWEST AFRICA


Harald Maas, director of breakbulk


shipping line and logistics company UAL Netherlands, added: “We are very hopeful that these plans will succeed as we are getting more and more cargoes into the hinterland connections. For example, we have increased our calls to the Port of Warri, which has better and faster hinterland connections to Onitsha than from Lagos.”


Road haulage Road will remain the main means of moving abnormal loads in West Africa – especially for cross-border moves. Wilfred Obeng Sackey, chief executive of Ghana based Sackson Logistics, said the West Africa region is in turmoil over increased road axle loads from the current 10-11 tonnes. Draft policy was passed in 2011 for


implementation by the Economic Community of West African States (ECOWAS). However, a number of countries are yet to ratify “creating all sorts of confusion in the industry”, said Sackey. Infrastructure expansion in Ghana


K5 Oil Centre provides logistics support for offshore drilling operations and


companies located in Equatorial Guinea and along the West African coast.


has also been problematic. Sackey said road planners are building bridges up to 5.5 m in height and “there have not been alternate routes that enable heavy units to avoid old bridges”. He argued that the heavy lift industry should be consulted for future road, bridge and city design. Transport in the region is also very


that 4,000 km of its 10,000 km of waterways are navigable and 28 of the nation’s 36 states are accessible by river. Ten river jetties have been completed recently, with ten more under construction. Speaking to HLPFI, Mustapha said a


dredging scheme for the 572 km section of the Niger from Baro to Warri, begun in 2009, had produced a river with a modest


draught of 1.5 m, allowing the use of flat- bottom barges. Similar dredging work is also starting in the east of the country, he said. However, added Amaechi, keeping the


Niger sufficiently dredged for shipping is a constant problem and not one that the government itself can solve. “It has to be a private investment,” he said. “The government does not have the money to do that.”


expensive. Access to credit for local service providers is limited, said Sackey, which is opening the door to multinational companies. Specialist training for heavy lift transport operations is also unavailable. Overall, Sackey said freight and heavy lift transport in the ECOWAS region has declined due to the fall in oil and gold prices, and job cuts have been widespread across both industries. UAL’s Maas said establishing its own


operation in Equatorial Guinea has been advantageous. “Back in 2001, when we opened the K5 Oil Centre as an oil and gas base and free port, the infrastructure in West Africa was in its early stages and therefore this private oil base gave us a real advantage over the competition. “As a matter of fact it still does – not only for the business in Equatorial Guinea, but also by using K5 as a hub to other West African countries for international expansion.


Nigeria believes that road infrastructure investment is key to reducing its oil dependence.


www.heavyliftpfi.com


“In the present market circumstances, it is paramount we can keep the handling and storage costs for our customers as attractive as possible and this is why K5 is still successful.”


January/February 2017


HLPFI 61


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