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Study on regulation of private operators in the port of Djibouti (Английский)

Within a partnership framework with the Emirate of Dubai, the government of Djibouti has developed, during the last decade, an outstanding port and logistics hub with few precedents in other African countries. The objective of the present study is to strengthen the competitiveness of the ports of Djibouti (old port of Djibouti and new port of Doraleh) and ensure their medium-term and long-term development by designing a modern and efficient regulation system for private port operators, and specifically addressing issues related to the quality of service and pricing, in addition to institutional related issues. The port of Djibouti's competitiveness can be measured by its capacity to counter competition from other ports through the quality of its infrastructures and services, performance and port costs. Real or potential competition facing the port of Djibouti concerns non-captive traffic and its two components, transit and transshipment traffic. The port of Djibouti's natural competitors for Ethiopia's transit traffic are the ports of Berbera, Assab, Massawa, Port Soudan and Mombasa due to landlocked Ethiopia's extensive terrestrial borders with Somalia, Eritrea, Soudan, and Kenya. But this competition remains potential and very marginal due to the unfavorable geopolitical context and/or the inferior quality of infrastructures of these ports. Conditions of competition regarding transit traffic could nevertheless evolve as it is in Ethiopia's natural interest to diversify its sea-access routes so as not to depend on a single port that may be tempted to abuse of its dominant position with non-competitive tariffs. Contrary to existing competition on container transshipment traffic, potential competition on transit traffic will have a more considerable impact on all Djibouti port operators in terms of tonnage handled and revenue loss, as it will affect all types of traffic (conventional and containerized, liquid and dry bulk) and because transit charges are considerably more lucrative than transshipment charges. Port activities that need to be regulated to reinforce the port of Djibouti's competitiveness are the commercial services for cargos and vessels provided by port operators.

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Подробная Информация

  • Дата подготовки документа

    2012/06/01

  • Тип документа

    Другие исследования в области инфраструктуры

  • Номер отчета

    AAA80

  • Том

    1

  • Total Volume(s)

    1

  • Страна

    Джибути,

  • Регион

    Ближний Восток и Северная Африка,

  • Дата раскрытия информации

    2012/10/15

  • Disclosure Status

    Disclosed

  • Название документа

    Study on regulation of private operators in the port of Djibouti

  • Ключевые слова

    legal and regulatory framework;Public Private Infrastructure Advisory Facility;private operator;Traffic;conditions of competition;types of cargo;terms of tonnage;types of traffic;cost and performance;bulk cargo ship;number of containers;bulk cargo terminal;container terminal operator;infrastructure and services;high growth rate;crude oil tanker;term of productivity;external technical assistance;international shipping line;free zone;freedom of choice;quality of infrastructure;private stevedoring company;port and maritime;regulation of activity;subject to regulation;private terminal operator;general cargo;dry bulk;transit traffic;port operator;oil terminal;freight forwarding;license regulations;present study;total traffic;container traffic;port activity;liquid bulk;bulk terminal;freight forwarder;total tonnage;handling equipment;transit costs;ship owner;legal framework;conventional cargo;potential competition;handling operator;commercial service;regional competitiveness;petroleum product;legal text;private port;port authority;port facility;performance level;storage capacity;container ship;sea transport;security service;dominant position;efficient regulation;port district;vessel call;commercial vessel;transit procedures;private concessionary;cargo traffic;partnership framework;construction cost;existing law;analytical study;minimum requirement;maximum tariff;container throughput;tariff rate;transit charge;container vessel;surface area;community shipping;negative reaction;port operation;freight traffic;traffic distribution;government authority;regulatory requirement;sea carrier;fleet size;container freight;finance objective;logistic provider;customs broker;license requirement;regulatory tool;shipping company;geographic position;infrastructure quality;performance performance;productivity level;political relation;vehicle handling;financial autonomy;official statistic;truck load;profit margin;comparative study;public authority;legal personality;regulation framework;administrative order;maritime traffic;monopoly position;competent authority;occupancy rate;port regulation;regional strategy;unequal conditions;market segment;regulatory authority;logistics chain;average share;marketing policy;ship operation;geographic location;maritime police;maximum return;ship traffic;rail transport;transit route;property right;transport charge;transport specialist;dry port;empty container;oil storage;development phase;international certification;high security;

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