Le port autonome de Lomé, poumon de l’économie Togolaise qui occupe une place géostratégique importante en Afrique de l’Ouest est sans aucun doute l’un des ports à vocation régionale aux vues des différentes connexions établies avec les pays enclavés comme le Burkina Faso, le Mali et le Niger.
Principale porte d’entrée des marchandises sur le territoire Togolais, le port autonome de Lomé n’a jamais cessé d’investir dans les grands projets de développement d’infrastructures et d’équipements. Mieux, ce port disposant d’un leadership régional dont l’armateur MSC en a fait son port de transbordement en Afrique de l’Ouest est en phase avec la digitalisation afin de favoriser la dématérialisation des procédures permettant à ses clients de diminuer les coûts de passage portuaire ainsi que le transit-time des marchandises jusqu’au client final.
Par exemple, le trafic global du port autonome de Lomé est passé de 25 millions de tonnes de marchandises en 2020 à 29 millions de tonnes de marchandises en 2021 soit une hausse de 13%. Ces statistiques confirment non seulement que les investissements portent leur fruit mais aussi que les chargeurs de l’hinterland font bel et bien confiance au Port autonome de Lomé.
Cependant, le Togo n’étant pas épargné comme tout autre pays dans ce monde globalisé a durement subi les effets négatifs de la crise sanitaire traduit sur un aspect maritime par une hausse vertigineuse des taux de fret des armateurs pour une région dont les taux de fret étaient déjà bien élevés avant la crise sanitaire de la covid-19 comparativement aux autres régions du monde.
Cette crise s’est traduit dans le secteur portuaire Togolais par une hausse tarifaire des services logistiques de préacheminement et post-acheminement des marchandises engendré par l’augmentation des coûts des pièces de rechange des moyens de transport notamment les camions.
Les transporteurs ont dû réadapter leur tarif que ce soit du côté du voyage en ville des marchandises, du voyage national ou du voyage vers l’hinterland. Le chargeur ne se posant pas de question a naturellement répercuté ces coûts sur le prix d’achat des produits importés faisant des populations les principales victimes de la crise.
Alors que les économies africaines se relancent après cette période pandémique que le monde a connu, la guerre en Ukraine vient enterrer les espoirs de cette relance qui permettrait aux populations les plus vulnérables notamment africaines de se soulager.
La hausse des prix du pétrole est l’une des conséquences majeures et visibles de cette crise qui une fois encore impacte les pays africains comme les autres d’ailleurs dans ce monde globalisé. Toutefois, cette hausse des prix du carburant est criarde lorsqu’on voit les nouveaux tarifs appliqués au Togo.
Le gas-oil essentiel pour les moyens de transport de marchandises est passé de 660 F CFA à 850 F CFA le litre soit une hausse de 190 F CFA. Selon le gouvernement ce prix serait plus cher si des subventions n’avaient pas été octroyés pour les produits pétroliers.
Au-delà du fait que les Togolais s’attendent tous à une énième hausse des prix des produits de première nécessité dans le pays, c’est la hausse du prix du transport des marchandises en direction du Burkina-Faso, premier client de l’hinterland du port Autonome de Lomé qui est la conséquence majeure susceptible d’entacher les efforts des autorités de faire du corridor Lomé-Ouaga le circuit logistique naturel des chargeurs burkinabè.
Aujourd’hui les transporteurs n’acceptent même pas 1.300.000 FCFA pour transporter un conteneur 40’ pour Ouagadougou alors qu’il y a encore quelques mois ils acceptaient 1.100.000 F CFA. En clair, le panier de la ménagère burkinabè est une fois encore menacé. Certains transporteurs quant à eux seraient obligés de fermer boutique surtout s’ils ont souscrit à un prêt bancaire pour l’achat de leurs camions.
La semaine dernière une délégation d’opérateurs économiques du Burkina-Faso et leurs représentants au Togo ont été reçu en audience par le ministre de l’économie maritime, de la pêche et de la protection côtière pour échanger sur des questions liées au port sec de la plateforme industrielle d’Adétikopé notamment sur les coûts élevés des opérations de transfert des conteneurs du port autonome de Lomé vers ce port sec. L’on se pose alors la question suivante : Faire passer sa marchandise par Lomé ne devient-elle pas plus compliquée que par les autres ports de la sous-région pour les chargeurs des pays de l’hinterland ?
Le circuit logistique Togolais vers l’hinterland n’étant déjà pas multimodal, se reposant uniquement sur la route, couplé avec le transport additionnel du transfert des marchandises des pays de l’hinterland du PAL vers le port sec de la PIA, et l’augmentation des prix du carburant ne ferait-il pas fuir les chargeurs de l’hinterland qui voudront se repositionner sur les autres ports de la sous-région ? N’oublions pas que la compétitivité portuaire passe aussi par l’attractivité des corridors une fois la marchandise sortie de l’enceinte portuaire.
Les recettes douanières tirées de l’activité maritime et portuaire Togolaise ô combien important pour le budget de l’État devrait déjà sonner les autorités du pays sur le danger que pourrait constituer la fuite des chargeurs de l’hinterland vers les autres ports.
Ce faisant, il est encore temps de mettre balle à terre en appliquant les mécanismes suivants afin de faire face aux problèmes futurs si rien n’est fait. Il faut à présent élargir l’assiette fiscale en prenant en compte les nouvelles activités liées au digital, ce qui pourrait être une aubaine pour remplir les caisses de l’État afin de mieux subventionner les prix du carburant à la pompe comme dans les autres pays voisins.
Quant aux activités portuaires Togolaises, il serait intéressant d’encourager les initiatives des plateformes collaboratives de transport routier en travaillant avec les syndicats pour la professionnalisation du métier de transporteur routier au Togo pour un enlèvement rapide des marchandises au port, encourager également la concurrence entre les acteurs portuaires pour un meilleur rapport qualité/prix des services logistiques.
N’oublions pas que Lomé est l’une des places portuaires qui pourrait connaître une situation de monopole des activités de manutention par un seul acteur puisque les terminaux à conteneurs et vrac solides sont exploités par MSC et Bolloré Africa Logistics alors que l’armateur italo-suisse MSC a racheté récemment la même entité.
Poursuivant les pistes de solution, il devient crucial de mener des réflexions sur la multi modalité du corridor Togolais en direction de l’hinterland pour rester dans le jeu de la compétitivité face au port autonome d’Abidjan qui dispose d’un corridor multimodal préférentiel pour plusieurs chargeurs burkinabè, mais aussi face aux ports de Tema et de Cotonou.
Au-delà de ces aspects logistiques, les populations de la région des savanes doivent travailler de concert avec les autorités locales afin d’éviter le développement du terrorisme dans le nord du Togo pour ne pas empiéter dans les années à venir sur la sécurité du corridor Lomé-Ouaga dans cette région du Togo.
Le président Togolais s’est d’ailleurs lui-même déplacé dans cette région la semaine dernière pour échanger avec les populations et autorités locales, une initiative à saluer. Enfin, sur la question principale liée à l’augmentation des prix du carburant, l’État avec les différents acteurs de ce secteur doivent repenser le stockage des produits pétroliers pour faire face aux chocs extérieurs.
Kévin AKPALI
FR 
EN 
Salut
Je suis diplômé au cfmpl et j’ai 5ans d’expérience sur la domaine logistique je cherche un travail même dans le sous-région .
Merci
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