The government of Zambia has signed a US US $147m deal with Africa Inland Container Depot (AFICD) of Tanzania for the establishment of a dry port in the central town of Kapiri Mposhi. According to the signed agreement, the port will be an integrated logistics and industrial hub that will provide services to clients across eastern, central and southern Africa thereby increasing regional market access for Zambian products.

Dry port project

The project will be built on a Build-Lease-Transfer (BLT), Public-Private-Partnership (PPP) model. The area where the Kapiri Mposhi Dry Port is earmarked for is located on the northern side of New Kapiri Mposhi Railway station, measuring approximately 4.3756 hectares (10.81 acres), with an already installed gantry crane of 36mt lifting capacity.

CEO of the IDC Mateyo Kaluba said that construction will be done in two phases. Phase one will involve construction of the dry port while the second phase will see an establishment of a multi-facility economic zone.

Share holders

The Industrial Development Corporation (IDC), the investment arm of the Zambian government, will hold 15% of shares in the project while the Tanzanian firm, Tanzania-Zambia Railway Authority (TAZARA) will hold 85%. The Dar es Salaam Corridor Group (DCG) will take hold of the four-hectare piece of land, construct the Dry Port, operate (lease) it for 25 years and, thereafter, transfer all the immovable assets to TAZARA.

Approximately 500 jobs will be created during construction and up to 3,000 direct and indirect jobs will be created when the dry port becomes operational. “This is a significant development, being one of the first PPP models to be introduced under our strategic vision of engaging the private sector in the full utilisation of TAZARA’s huge idle capacity,” said TAZARA Managing Director, Eng. Bruno Ching’andu.

As 24/7 operation helps operators to keep pace with rising demand, and new technological innovations help to improve efficiency, ports across the globe are seeing an increase in fire safety risks. 

What are your obligations?

There is a need for industry-specific legislation in the ports industry to guide operators through the evolving risks, ensuring maximum safety and minimal downtime. The standard health and safety laws (HSW Act (1974) and Management of Health and Safety at Work Regulations (1999) apply, however there is no port-specific, mandatory legislation to guide protection measures against rising fire risks.

The HSE’s Approved Code of Practice, ‘Safety in Docks’ supports those in the industry who have a legal obligation to comply with the relevant standard health and safety laws mentioned above. However, it doesn’t fully address all issues associated with health and safety at docks and ports. The Port Marine Safety Code (2016), developed by the Department of Transport, is an optional standard for port operators to follow, but at present there is no global, mandatory standard for port safety.

Mandatory global standards – which can regulate the port industry’s evolving fire safety risks – would give better clarity and a well-defined, comprehensive list of standards that can be applied throughout ports and docks worldwide.

Evolving fire safety risks

The shift from manual operations to machine-led processes through global automation and electrification of vehicles is optimising productivity and efficiency across ports. However, it’s also affecting the industry’s fire risks:

1. Automation

The pandemic accelerated the port industry’s adoption of automated vehicles, as it allowed operations to continue, with workers keeping a safe distance from one another, and it also improved cost-efficiency.

However, with less people close to operating vehicles on site at any one time, it’s becoming more complex to detect fire risks. Where manual fire detection systems are in operation alongside automated vehicles, delays in suppression agents being released can occur, as they rely on the vehicle communicating with the operator, and the operator responding and administering the suppression agent to remove the risk.

1. Electrification

Batteries are increasingly being applied as a more sustainable fuel source across the globe. This is affecting the number of electric vehicles and machinery onsite at ports, but it’s also affecting the quantity of lithium-ion (li-ion) batteries being transported across ports.

Electrification presents new and unique fire risks, as the li-ion batteries underpinning the transition to electric ‘fuel’ are at risk of ‘thermal runaway’. This is where a fault in the battery’s cells – caused by overvoltage, overheating, overcharging or physical damage – leads to rapid increases in temperature, resulting in fire, toxic gas emissions and potential explosions. Recent fires that emerged earlier this year reflect the real risks posed by electrification for ports.

Strengthening safety at ports

Port risks continue to evolve, and to keep pace with recent changes, port operators can maximise safety, firstly by carrying out regular reviews of existing risks assessments across their site and modifying them as and when appropriate. Modification of existing protocols can include assessing associated risks of any new vehicles, machinery and processes being introduced to the site, along with any sudden risks due to delays in materials handling, for example.

For automation and electrification, there are additional measures to consider to minimise operational downtime in case of a fire and to maximise safety:

• When protecting against electric fire risk – for stored batteries or electric vehicles – it’s important to check the system you work with is specifically designed to detect thermal runaway at the earliest stage and initiate spot cooling to swiftly minimise risk.
• When protecting new, automated vehicles against fire risk – automatic detection and suppression is crucial, as it ensures any fire risk is safely and quickly controlled before it has the opportunity to take hold. To minimise false system activation, it’s also important to check that your chosen system is compatible with the machinery or vehicle it’s protecting.

A holistic approach to fire safety at ports

Considering your site as a whole will inform comprehensive risk assessments that will ensure effective fire safety. For instance, your site’s fire suppression solution should address older risks arising from the protection of traditional combustion vehicles in addition to new, evolving risks.

As well as your site’s fire detection and suppression solution, there are other steps to take to ensure your site is safe. For example, you need to train key personnel, so they know how to safely use the system and act in the event of a fire. This will maximise their safety and your overall site’s safety 

The Namibian Ports Authority continues to make positive strides toward its vision of becoming the best performing seaports in Africa. The parastatal experienced challenges such as the COVID-19 pandemic, global container shortage and blank sailings. Despite these ongoing challenges, the Authority recorded positive growth during its financial year 2021/2022.

Namport CEO, Andrew Kanime confirmed the total year on year cargo handled amounted to 6.5 million tons, indicating an increase of 6%. Vessel visits also increased by 289 vessels or 22%. The increase in vessel calls was predominantly due to an increase in petroleum vessels, Namibian and foreign fishing vessels, foreign tugs as well as research vessels.

The Ports Authority also announced that Twenty-foot Equivalent Unit’s (TEUs) handled amounted to 168,278 of which, 61,106 TEUs or 36% were exported. A further 69,467 TEUs or 41% were imports and 37,705 TEUs or 22% were transshipments. TEUs increased by 12,298 or 8%, year on year.

This increase was mainly due to increased containerized commodities such as copper, charcoal, frozen fish, marble, frozen poultry, sugar, chemicals, scrap steel and wooden products. Namport further indicated that bulk and breakbulk (BBB) volumes handled amounted to 4.4 million, of which, 1.8 million tonnes or 40% were exports, 2.6 million tonnes or 59% imported, and 34,709 tonnes or 1% were transshipped.

Overall the BBB volumes increased year on year by 360,189 tonnes or 9%. This increase came as a result of increased commodities such as petroleum, steel, frozen fish, ammonium nitrate, iron ore, marble, ship spares, manganese ore, and flat cartons.

The volume performance is certainly commendable given the tough operating environment that characterized the financial year that was. Cross border volumes statistics also show that cross-border volumes increased by 10% from 1,464,000 gross tonnages during the 2020/2021 financial year to 1,606,984 gross tonnages during the 2021/2022 financial year.

At least 48% of the volumes are from South Africa, 23% from Zambia, 15% from the Democratic Republic of Congo (DRC), Zimbabwe and Botswana 6% each, 2% from Angola and 1% from Malawi.

According to the statistics, major commodities exported from SADC countries through Namibia are currently copper, manganese ore, and wooden products (Timber). Major commodities imported to Namibia destined to SADC Countries are frozen poultry, vehicles, machinery, spare parts, tyres, chemicals for mining use, electrical goods and electrical equipment.

The Namibian Ports also handle an assortment of cross-border cargo imports and exports via 4 main trade corridors; Trans-Kalahari Corridor, Walvis Bay-Ndola-Lubumbashi Corridor, Trans- Cunene Corridor and Trans-Oranje Corridor.

These corridors connect the Ports to the respective SADC markets namely Zambia, DRC, Botswana, South Africa, Zimbabwe and Angola. This performance is a testimony of an aggressive approach to developing the ports as the preferred SADC gateways.

On the 10th June on quay 2-3 Beira Port Container and General Cargo concessionaire Cornelder de Moçambique inaugurated a new lote of handling equipment in addition to rolling out a new automated application called C- Gate. This event was presided by the Minister of Transport and Communication.

The new equipment bought by CdM is made up of forklifts, terminal tractors, escavators and elevation equipment and represents a total investment of approximately 10 million American dollars.

C- Gate is a mobile web application developed internally by CdM and permits automization of the truck access control in addition to the registration of drivers, trucks and containers that daily gate into the Terminal. This is the first step of a complete automization process for the Container Terminal.

Besides increasing CdMs handling capacity substantially and safety measures this investment will contribute to the competitiveness of the Beira Corridor.