Page 167 - Atouts Economiques Cameroun-2019-GB
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                 A view of the newly constructed deep-water port in Kribi
shipping and fishing. At about 50 km from the Atlantic Ocean, the port of Douala has a few limitations, among others, low port capacity (7m of draught, high level of port congestion), longer containers transition time in comparison with simi- lar countries. Besides, excessive downtime of ships, delays due to port congestion and dura- tion of stay of the containers at the port increase transport costs, and determine therefore the choice of docking of a ship. Thus, the port of Kribi came to being in order that port capacity should improve in Cameroon.
DEEP-WATER PORT OF KRIBI
It is built on a 26,000-hectare site. It has a gene- ral port with a draught of 16m, which will include a container terminal of 400,000 TEU from its first phase, and 800,000 TEU eventually; an alumi- nium terminal (1.5 million tons of alumina and 1.5 million tons of various inputs); a hydrocarbon
terminal (3 million tons) and; a general-purpose computer terminal (2 to 3 million tons).
In addition, there shall be a transshipment trade (200,000 TEU). The ore tanker landing stage is allowed to ensure 35 million tons of iron ore pass in transit each year. Also, there is an expected traffic of 3.5 million m3 liquefied natural gas (SNH/GDF-Suez Project) and a 2-million tons of export alumina (CAM Alumina Project).
Locally therefore, the deep-water port of Kribi is manifestly a lever to facilitate hydrocarbons, bauxite and iron exports. One of a kind, having a draught of 16.1 m (beyond the 14.5 m norm), the port of Kribi gives the possibility even to the largest ships to draw alongside, which is an undeniable advantage given the fact that the future of business in maritime transport is resolu- tely turned towards high-belaying ships.
It will, to some degree fill the inadequacies obser- ved in the port of Douala as indicated in the table below. However, the location of the port of Kribi with respect to the industrial pole of Cameroon, that is Douala, will give cause for arbitration in the choice made by enterprises for the port, in particular in matter of transport cost. For this reason, trunk roads should necessarily be developed between Kribi and Douala so as to facilitate the traffic and reduce transport costs.
AUTONOMOUS PORT OF LIMBE
It is a seaport with a 12-metre draught to deve- lop. It has a railway network, four berths, two coastal lighthouses and warehouses.
AUTONOMOUS PORT OF GAROUA
It is an inland port, still to be developed.
RIVER AND LAKE TRANSPORTS
River and lake transports are strongly developed in areas where rivers and lakes are navigable. They therefore constitute the prime transport means to populations’ mobility in these areas as well as the only way for them to transport their goods. But this transport means is still plagued by poor docking, loading and unloading, lack of fitted out quays conditions, which cause most of time considerable deterioration and loss of goods.
PERIOD
WORDING
Traffic (en tonnes)
Imports Exports
Turnover(millions)
2015
(a)
11 587 000
8 746 000 2 841 000
46 268
1ER Half 2014
1ER Half
2017
(d)
5 739 000
4 310 000 1 429 000
27 703
ESTIMATES
2017*
(e)
12 607 000
9 667 000 2 940 000
53 316
VARIATIONS (%)
Development of maritime traffic
  2016
(b)
5 964 989
4 569 589 1 395 400
25 051
2016
(c)
11 697 000
8 874 000 2 823 000
48 887
(c)(a) (d)(b)
(e)(c)
       0,9 -3,8 7,8
1,5 -5,7 8,9 -0,6 2,4 4,1
5,7 10,6 9,1
*Estimates - Source PAD
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