LES GRANDS ENJEUX DU RACHAT DE BOLLORE AFRICA LOGISTICS PAR MSC : LES ARMATEURS, LES SEULS MAÎTRES A BORD
Par Ibrahima DIALLO
11 avril 2022 / 11:40

Figure incontournable de la logistique africaine et acteur majeur de la modernisation de la logistique portuaire en Afrique durant cette dernière décennie, sans oublier la réhabilitation de plusieurs lignes ferroviaires, Bolloré Africa Logistics a annoncé le 31 Mars 2022 une cession de ses activités de transport et logistique au groupe Italo-suisse MSC leader mondial du transport maritime, une cession qui marque très certainement un tournant dans les activités portuaires en Afrique.

Vendu à 5,7 milliards d’euros à MSC, Bolloré Africa Logistics se sépare donc de ses seize (16) terminaux portuaires, ses trois (3) lignes ferroviaires en Afrique de l’ouest et du centre ainsi que ses différents entrepôts et ports secs qui ont fait du groupe l’acteur majeur de la logistique en Afrique grâce aux partenariats public-privés.

Selon Cyrille Bolloré, cette cession offre la possibilité de préserver les emplois des milliers de personnes du groupe et garantie la pérennisation des activités de la branche logistique de Bolloré en Afrique ainsi que ses engagements contractuels auprès de ses différents partenaires.

Quant à MSC, cette cession lui permettra très certainement de contrôler une grande partie de la chaîne logistique des marchandises en destination de l’Afrique, une ambition du door-to-door que les armateurs ne cachent plus depuis quelques temps.

Si les armateurs sont connus pour leur politique de massification du fret avec des économies d’échelles considérables, l’on se pose la question à savoir si la maîtrise de l’ensemble des activités de la chaîne logistique de bout en bout par ces derniers pourrait-il aussi profiter aux opérateurs économiques ?

Durant la crise sanitaire de la covid-19, les armateurs ont préféré desservir les ports des pays du Nord dont les lignes maritimes sont plus rentables que celles à destination des pays du Sud.

Conséquence, les opérateurs économiques africains n’ont pu rien faire face au tarif de transport des conteneurs 20’ et 40’ qui ont triplé ce qui a rendu de plus en plus cher l’acheminement des produits importés vers les pays africains. Cette cherté du transport explique en partie la cherté des produits de première nécessité sur les marchés africains.

Mais est-ce la faute des armateurs si les chaînes d’approvisionnement africaines dépendent d’eux ?

Pour une économie qui repose en majeure partie sur l’exportation des matières premières plutôt que leur transformation en produits finis, on ne peut espérer mieux que le schéma actuel de dépendance des armateurs pour l’importation de nos biens.

La transition qu’opère actuellement les armateurs vers le door-to-door n’impacte pas seulement les commerçants africains mais aussi pourrait tuer le rêve d’un continent qui aimerait bien avoir une flotte de navires ne serait-ce que pour faire du feedering entre les ports de l’Afrique de l’ouest et du centre.

C’est l’exemple du projet SEA LINK de la CEDEAO, une compagnie régionale maritime qui servirait à faire du cabotage. Depuis lors aucune date prévisionnelle pour la mise en place de cette compagnie.

Au regard de cette dépendance accrue des chaînes d’approvisionnement africaines des géants du maritime, les gouvernants africains doivent commencer par réfléchir ensemble entre pays enclavés et côtiers.

Cependant, les crises politiques dans plusieurs pays africains comme au Mali, pays de la zone CEDEAO qui a été coupé de ses voisins par la fermeture des frontières, laisse penser que les géants du secteur portuaire et maritime peuvent encore surfer sur leurs investissements dans le secteur de la logistique pendant encore des décennies face à une communauté économique régionale qui ne parle pas encore d’une seule voix.

Pourtant dans ce lot de pays d’Afrique Atlantique où sont fortement présents les grands noms de la logistique, l’autorité portuaire du port autonome de Douala est en train de se démarquer en renationalisant les principales activités portuaires longtemps concédées.

Pour reprendre les propos d’un professionnel de la logistique paru sur les réseaux de Jeune Afrique : « Le fait que les plus grands opérateurs mondiaux se battent pour Douala, un cul de sac à moins de 8 mètres de tirant d’eau au cœur d’une agglomération de 4 millions d’habitants complètement saturée m’interpelle ». On peut donc comprendre que l’enjeu est énorme.

Que dire alors d’autres ports avec un tirant d’eau entre 12 et 16 mètres qui sont des plateformes incontournables pour les pays enclavés en Afrique de l’Ouest ?

Ce sursaut national des autorités camerounaises va-t-il se propager vers d’autres ports en Afrique ? Difficile à imaginer avec le rachat de Bolloré Africa Logistics par MSC.

Kévin Akpali 

 

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