One of the biggest DWT ship I have seen heading to Berbera and its coming from Djibouti.
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DP World Berbera will roll out a new Cargo Community System (CCS) to improve data exchange following the opening of a new container terminal earlier this year.
The new container terminal, with a deep draft of 17m and a quay of 400m, hosts three new Ship-to-Shore (STS) gantry cranes and eight Rubber-Tyred Gantry (RTG) cranes – and increases the Port’s container capacity from current 150,000 TEU to 500,000 TEU annually.
Phase two of the terminal’s development is now underway.
In an interview with PTI, Supachai Wattanaveerachai, CEO of DP World Berbera, said the CCS being developed in the second phase of its expansion will simplify data exchange amongst shipping lines and agents, customs, and other port stakeholders.
Connectivity
In meeting the increased digital demand the operator will introduce an automated gate system for the trucking community, using AI and IoT recognition for truck plate and container numbers.
“The automation improves the truck turnaround time by reducing manual administrative processing currently being done in pre-gate and gate-in,” the CEO noted.
The new container terminal is equipped with a full fibre-optic Local Area Network (LAN) and 5G outdoor wireless coverage in shore and yard activities, Wattanaveerachai said.
The terminal’s new integrated Terminal Performance Analyser system, a dashboard system determining a terminal’s KPIs, availability of resources and business activities, has “established visibility on [DP World’s] business units,” he noted.
The terminal will also benefit from cloud-based Zodiac Terminal Operating System (TOS), using new features Zodiac AI and Zodiac Expert to effectively forward operations for incoming cargo and reducing errors in the terminal yard.
Wattanaveerachai said the IT focus on the new terminal allows rapid response against disruptive supply chain events such as COVID-19, the Suez Canal incident, and Yantian Port crisis.
“Overall, having such an executive view, allows quick decision-making and agility to address any type of disruption to the supply chain to facilitate economic activities of the markets highly dependent on the port,” he said.
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Good to see they have started refurbishing the old port!
Old silo gone and warehouse being dismantled
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Jigjiga Inland Container Depot.
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From the look of it, the yard is getting fully utilised.
Shipping Lines vies to develop Dry Ports
23 October 2021
Purchase of additional 5,000 containers in pipeline
The Ethiopian Shipping and Logistics Service Enterprise (ESLSE) is undertaking a feasibility study to develop two dry ports in Jima and Jigjiga, each costing around one billion birr, The Reporter learnt.
The study is being conducted in collaboration with the Ethiopian Maritime Affairs Authority (EMAA).
Roba Megersa, CEO of ESLSE told The Reporter “We need our own dry ports, if we are to cut the skyrocketing demurrage cost, especially since we own more containers now. The need for a dry port at Jigjiga arose after Berbera port was commissioned. We could not use Dire Dawa dry port because it is far away and basically built to serve the Dire Dawa Industrial Park and the railway. Similarly, a new dry port is needed in Jima because there is no such facility to serve the substantial volume of agricultural commodities and inputs processed in that corridor.”
According to a study conducted a few years back, Ethiopia needs 35 dry ports. Nonetheless, currently, only eight are operational, after Mekelle Dry Port went out of service following the conflict that broke out in the region in November 2020.
Dire Dawa, Modjo, Hawassa (under-construction), Kombolcha, Woreta (became operational recently), Mekelle (currently defunct), and Semera are the operational dry ports developed by the government. However, Modjo handles the lion’s share of shipments targeting the central market.
Currently, the Logistics Transformation Office (LTO) formed under the Ethiopian Maritime Affairs Authority (EMAA), is finalizing a comprehensive logistics master plan indicating where dry ports, logistics centers, consolidation-deconsolidation areas, warehouse and other facilities should be located.
The comprehensive master plan will include road, railway, water, aviation and facilities that link them and aims to elevate Dire Dawa, Hawassa, and Jima dry ports into big dry ports similar to Modjo. The plan also includes various nodes to integrate with neighboring countries.
For instance, the plan to trade with Sudan using water transport over Baro and Gilo rivers that cross Gambella regional state, also needs dry ports, warehouses, small ships, and riverside ports, which has been dealt with in the master plan.
The master plan studied how neighboring countries want to trade with Ethiopia through water logistics, road, railway, airway or other means.
“This year, we are conducting the phase one studies for the master plan input. The second phase will be finalized next year. Then the comprehensive master plan will be finalized, but the time depends on fund availability. The master plan study is taking huge finances,” said Ewnetu Taye, deputy director of LTO.
The dry ports development aligns with port routes, which Ethiopia is currently diversifying from the sole Djibouti port, to Berbera, Lamu, Mombasa, Assab, Sudan and alternative ports within Djibouti.
Apart from embarking on dry port development, the ESLSE is also preparing to float a fresh bid to acquire 5,000 new containers, months after it bought 2,000 containers of 40 feet in size and 1,000 containers of 20 feet in size.
According to Roba, the total cost for the 3,000 containers purchased recently was USD 14 million. The price of containers doubled from USD 2,000 after Europe and America also began purchasing in bulk, as global logistics activities resumed post-covid19.
Containers are manufactured mainly by China, Vietnam, Indonesia, Korea and Malaysia, which have been affected by iron ore price escalation.
“The demand for containers is skyrocketing in Ethiopia, as well as globally. If ESLSE did not have its own containers, Ethiopia’s imports from China could have totally stopped since the pandemic. Global carriers now have much more attractive businesses and they do not want to stop at Djibouti port just for the tiny import of Ethiopia,” said Roba.
Last year, ESLSE transported 160,000 containers, using its own containers as well as renting from other carriers. Out of Ethiopia’s total international trade, which stands at 17.1 million metric tons per annum, ESLSE solely imported fertilizer, coal, and 80 percent of rebar, which it has now halted.
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Somaliland oo sheegtay in Itoobiya anay wax saami ah ku lahayn Dekedda Berbera
Jimco, Janaayo, 28, 2022 (HOL) - Wasiirka Maaliyada Somaliland DR. Sacad Cali Shire, ayaa sheegay in heshiiskii ay Itoobiga %19 uga yeelanaysay saamiga Dekedda Berbera uu burburay.
Wasiirka oo marti ku ahaa barnaamijka “La hadal Horyaal” ee uu baahiyo muuqbaahiyaha Horyaal, ayaa sheegay in Somaliland iyo DPworld oo kali ahi, ay leeyihiin faa’iidada kasoo baxd Dekedda Berbera, isla markaana Itoobiya anay waxba ku lahayn.
“Saamiga shirkada DPworld Berbera la yidhaahdo waxaa iska leh DPworld iyo Somaliland, Somaliland %35 ayay leedahay DPworld-na %65, heshiiska halkaa lagu galay ee sidaa loo kala qayb saday saamiga Itoobiya qayb kama aha” ayuu yidhi Wasiir Shire.
Wasiir Shire ayaa sheegay in aanu jirin heshiis rasmi ah oo dowlada Itoobiya qayb looga siiyay saamiga Dekedda Berbera, isla markaana uu jiray kaliya isfaham arrintaa layskula soo qaaday, is fahamkaas oo markii danbe aan hirgalin.
“2017 bishii February, shir lagu galay Abu Dhabi oo qolada Itoobiyaan kuna yimaadeen, ayaa waxaa jiray isfaham ah in %19 la siiyo dowlada Itoobiya lakiin muu dhaqan galin” ayuu yidhi Wasiir Shire.
Burburka ku yimid is fahamkii lagu doonayay in saami dhan %19 faa’iidada Dekedda Berbera lagaga siiyo Itoobiya, ayaa heshiiska ka dhigaya in DPworld ay yeelanayso %65, Somaliland-na yeelanayso %35, sida uu sheegay wasiir Shire.
Abdilahi Geel-maal, Hiiraan Online
[email protected]
