Of Algeria’s 10 commercial ports and three hydrocarbons terminals, Bejaia, which is located 220 kilometres east of the capital Algiers, is now the second most important in terms of general cargo and the third in terms of oil and gas.
Bejaia Mediterranean Terminal (BMT) – nowadays operated as joint venture between the port authority (51 percent) and Singapore – based Portek (49 percent) – reported throughput of 51,039 TEU in 2004, a rise of 59 percent over 2003. As Ms Indira- Thania Douali, quality environment and marketing manager of Entreprise Portuaire de Bejaia explains, the big leap forward has been the direct result of know how and investment made by Portek as part of the joint venture agreement, on one part; and the efforts made by EPB, to comply to international standards, on the other part. Indeed, the aim is to convert the initial 20-year agreement into a concession, in which Portek will hold a 51 percent stake or more, within three years.
“Previously, the port authority acted as both landlord and terminal operator. Unfortunately, this did not result in particularly efficient container terminal operation. However, despite resistance from some port unions, changes to the law will allow Bejaia Port Authority to gradually concentrate on its landlord duties, with all terminal operations to eventually pass over to private sector operators as concessions,” explains Douali.
Portek believes there is great unrealised potential for container traffic not just in Algeria, but throughout North Africa.
Indeed, the largest port in Algeria, that to be found in the capital Algiers, currently reports annual throughput of just 200,000 TEU. In order to realise the country’s potential, the joint venture is investing US$18m in reengineering the terminal, which involves bringing in both new equipment and extensively training incumbent stevedores to use it correctly. Previously, Bejaia Played host to geared vessels or made use of Gottwald

mobile harbour cranes to handle containers. Instead, two quayside gantry cranes acquired second hand from Baltimore and five RTGs from Felixstowe have already replaced reach stackers in the main stacking yard.
“ This is the first time such equipment will be deployed in an Algerian port; even in Algiers no such equipment exists at present,” notes Douali, adding that it made no sense whatsoever to source brand new equipment given current levels of throughput. However, by 2008, she forecasts that Bejaia will be handling around 200,000 TEU, although most of this will be for the Algerian domestic market, although longer term plans envisage expanding operations to encompass neighbouring countries. In terms of infrastructure, the container terminal occupies an area of 80,000 sq m and has a 500 m long quay, where alongside draught is 12 m. Annual capacity is currently around 230,000 TEU, although Douali believes that this can be boosted to 400,000 TEU. Productivity is improving. From a baseline figure of just 10-15 moves/crane/hour, BMT is attemping to boost this to 25 moves, with the eventual aim to offer up to 30 moves. The current customer base is mostly confined to feeder operators, with Maersk, MSC and CMA-CGM the current reference clients. However, Douali insists that the presence of an established international operator is creating a lot of industry interest, particularly among companies in Spain and Italy, who are once again considering doing business with Algeria now that productivity is improving.
“To ensure that landside bottlenecks do not cause problems, we are also talking to road and rail operators to improve this side of our business. At the same time, a one-stop centre is being organised with customs services to speed up container clearance. Furthermore, in the longer term, if capacity at the present terminal proves insufficient, we do have plans to create additional terminal space on the existing jetties, which will allow us to expand the container terminal,” concludes Douali.