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Port Cargo Transport Efficiency
Port Cargo Transport Efficiency
Port Cargo Transport Efficiency
CARGO TRANSPORT
EFFICIENCY FOR
AFRICAN COUNTRIES
Country: Angola
Nataniel Baião
Technician at
Ministry of Transports
Maritime and Ports Institute of Angola
(IMPA)
Phone: 00244933627153
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conditions, low ripple and calm winds. Access is very easy with the mouth of the bay about
1.5 miles wide. The port has a total area of 2,335,033 square meters of which 55,500 meters
represent the area 10 covered warehouses. It has 18 berths of 4044 meters in length and 5
terminals. The depths of terminals vary between 9.5 and 12.5 meters deep. It is a landlord
model of port.
It is the main port of Angola, moving more than 70% of imports and Angolan exports.
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cargo. It operates in a Landlord model of management what means it main activities are
on charge of receipt of not containerised cargo, With about 894 meters of coastal pier and
10,6 hectares of banks. Nowadays this terminal invested more than 40 milions of USD. This
terminal has today new silos being able to accommodate one thousand of tons with an
trade of MAERSK) and has about 14.5 hectars of banks and 493 m of coastal pier which is in
charge of containerised cargo. Is paramount to say they have 78 milions of USD on wallets to
invest. The average of annual production is about 257 thousands of TEU per year.
• Multipurpose Terminal – The containerised and not containerised cargo is under they
responsibility. UNICARGAS a public corporation manages this terminal and have a coastal
pier of 532 meters and 17.81 hectars of banks.This terminal forecast more than 31 milions
USD on investments. They also estimate an average production of 244.500 tons per year and
• Oil Terminal – This terminal supports the activities of oil corporations and is under
management of SONILS (SONANGOL Logistics). They own about 168.68 hectars of banls e
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• SOPORTOS Terminal – Has been created to support the process os national rebuilding
after the end of civil war. It receipts containerised cargo and not containerised cargo. It owns
TMA Terminal – Under the management of IMPA is the passenger’s terminal drove to
transportation of people in Luanda shoreline. It has an area of 4090.21 square meters a wharf
The National Street (EN100) that connects the port to north of Angola has many traffic
jumps and a lot of holes. A large stretch of this roads is in reality dirt roads. The same
happens to National Street that connects Luanda port to the south of Angola. A lot of
The problem becomes harder when we shift to railroads modal. This modal faces a
slow movement on his way towards to north and south of coutry. I am unable to
unjudge the quality of trains, but maybe it is a problem of railroads oneself such as in
some stretches its speed is not steady and varies a lot to become very slow.
Another issue the port tackles is the incapability to receive wider vessels whose depths
are becoming bigger. We know it depths are about 12.5 m, and accordingly to recent
port is able only to receive some Handymax, Seawaymax, oil tankers and general bulk
cargo vessels. But the country in developing, the tradeoff between commercial
operators also, so, the it’s on time to increase the capacity of receipt of merchant
vessels.
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of a new deep-water port out of Luanda center at Barra do Dande. The improvements of
roads around the port are also visible, even thinking we need to look into our hinterland to
By railways we have 3 line connecting the center of Angola (Lobito to Luau) towards
Democratic Republic of Congo (DRC). Other line is going to connect Namibe to Zambia
through Menongue and is under planning a third line to connect Luanda to north of Angola.
By roads we have a lane connecting Luanda to Luvo (Zaire province) towards DRC, a second
line connects the south of Angola to Santa Clara border of Angola to Namibia.
By rivers we have a river channel that connects the provinces of Cunene to Kuando Kubango
through rivers Xangongo to Rivungo. There are plans to connect the province of Zaire (Zaire
river) at north of Angola downward to south Xangongo akin to foster commercial exchanges
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countries, Zambia and DRC, which have not outbound gates to the Atlantic Ocean. To reach
following companies:
not warehouses facilities available. Stevedoring is done by either by hiring them from private
companies or straight by terminal operators. There are many equipment’s available for cargo
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handling on several terminals such as mobile cranes, reach stackers, RoRo tug masters and
forklifts.
port taxes) of Angola and can be summarized from the following table:
in general good, but the lack of spare parts to maintenance due to the lack of exchanges
(foreign currencies). The continuous improvement of inland railroad mesh is also needed.
Luanda. However, is not less important the intention to build specific stretch of roads only to
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these letters. What exists are concessions of berth stretches in domain of Luanda and other
national coastal ports seeking the model of Build Operate and Transfer (BOT). But there are
If cargo is imported by the sea, a broker needs to prepare and submit the DU-Documento
Unico, to the CNC (Conselho Nacional dos Carregadores). The CNC has the responsibility of
issuing CNCA document and forward to their agent in the port of loading for verification (pre-
inspection of cargo that is no longer mandatory). Thereafter, the B/L number is inserted on
the CNCA document signaling all ready for import shipment to proceed. This procedure is
until now only mandatory for imports by sea, however, the same procedure is expected to be
implemented 2018 countrywide for all types of transportation used during imports through the
main entry border points. The port of Luanda is well equipped in terms of Information
Technology. They are implementing step-by-step the Single Window (SW) system. This will
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