Implementation of infrastructure projects worldwide is a symbol modernity and boosts interconnectivity between nations. Infrastructure projects are shaped by geopolitical and economic rivalry between different regions. The east coast of the African continent comprised of Djibouti, Eritrea, Ethiopia, Somalia, Kenya, Tanzania, and Mozambique are examples of countries that have welcomed foreign investors to finance the construction of new ports or the modernization of existing ones. The hundreds of ports in Africa, which accounts for 6% of the world’s water-borne cargo traffic and approximately 3% of the world’s container traffic, are little known. It is generally recognized that lack of adequate infrastructure is a huge obstacle to growth and development. The obstacles to financing remain a key challenge and result in a low-level of intra-African trade and trade with other regions. Africa accounts for up to 12% of the world population but produces only 1% of the global GDP and only 2% of the world trade. Needless to say, six of the ten fastest-growing economies in the world today are in sub-Saharan Africa. This underscores the fundamental need for rapid infrastructure transformation. Infrastructure development has been hampered by budgetary constraints. Historically, African governments have financed such projects from their budgets, acknowledging that local banks are often unable to provide the loans required for long-term infrastructure investment. A custom collaboration with the private sector is a necessary and crucial prerequisite, as it enables the diversification of the available financial resources through the development of domestic and regional capital and debt capital markets, while simultaneously boosting Public-Private Partnerships (PPPs). These markets are generally not well developed in Africa outside of South Africa, and although this is slowly changing, it takes years and political stability. In East Africa, the Mombasa Port handled 1.425m Twenty-Foot Equivalent Units (TEUs) in 2019, representing 7.3% growth over the previous year. However, similar to the Lagos port in West Africa, it needs to be renovated and requires solutions for the endless traffic, which remains a challenge.
South Africa handles 60% of the total number of containers passing through the Durban Port. It connects the entire region with the Far East, Middle East, Australasia, South America, North America, and Europe. It is South Africa’s main container port and the largest container port in Africa in terms of capacity. The Port of Abidjan in Ivory Coast is the economic hub generating about 80% of its customs revenues. It is also one of the leading commercial ports in West Africa and serves landlocked countries including Mali, Burkina Faso, and Niger. The China Harbor Engineering Company (CHEC) has completed a US $ 993 million expansion project that includes three new container berths, a ro-ro berth, a general cargo berth, and shipping channels to improve cargo handling volume. There are ongoing efforts to build a second container terminal to increase the port’s cargo capacity and accommodate larger new-generation ships. Nigeria has a coastline of over 850 km and more than 70% of its trade by value is transported by ship. In a recent report, the Nigerian Maritime Administration and safety agency stated that “The importance of the blue economy, particularly the maritime transport for trade and development in Nigeria, cannot be overemphasized.” The Port of Lagos is Nigeria’s primary seaport, but like all of the country’s ports, it faces efficiency problems. The Aliko Dangote refinery was originally expected to start production in 2016, however, the deadline was postponed to the end of 2019 following a change of location. The inefficient ports in Lagos have been held liable for the slow progress of what will be the largest refinery in Africa, a fact highlighted by executives citing problems with the importation of steel. Tanzania recently received a $12m grant from the World Bank and $345m in credit for its Dar es Salaam Maritime Gateway Project, which will help improve the efficiency of the port. Additionally, Bagamoyo Port will have the capacity to handle 20m containers per year, compared with Mombasa’s installed capacity of 600,000 and Dar es Salaam’s 500,000. The port is expected to be the largest port in East Africa. By 2045, the $10bn port is set to handle 20m TEU, 25 times the amount of cargo handled in Dar es Salaam Port. The tri-government venture between Tanzania, China, and Oman also includes the construction of a special economic zone adjacent to the port. Once fully developed, the Bagamoyo Special Economic Zone, supported by the Omani sovereign wealth fund, will be a top competitor to the East Coast ports such as Mombasa. As part of the flagship projects in Kenya’s vision 2030, Lamu Port-South Sudan-Ethiopia Transport (LAPPSET) Corridor Program is slowly materializing. The first berth of a proposed 32 berths port in the coastal town of Lamu was opened in 2019. It is an economic and transportation mega-project supported by China and is expected to include transportation hubs for rail, highways, and international airports. The cost of the 32 Deep Sea Berths is estimated at $5bn, with the first three Berths in the Urgent Plan of Lamu, to be built by the Kenyan government, estimated to cost $689m. The initial cost will consist of dredging and reclamation work, construction of berths and yards, construction of revetments, causeways and roads, construction of buildings and utilities, and procurement of equipment and tug boats. LAPPSET will serve Ethiopia, Sudan, Uganda, Rwanda, Burundi, and the Democratic Republic of Congo. Governments must regard their ports as commercial assets and enable the ports to be internationally competitive. With the support of international expertise in port management, these port infrastructure projects can become the nation’s pride. Country leaders and port investors need to have a complimentary vision to drive effective change on Africa’s hundreds of ports.