MSC buys Bolloré Africa

€ 5.7 billion is the MSC bid for 100% of Bolloré Africa Logistics which has now been accepted. It covers all transport and logistics activities in Africa.

The Swiss-Italian – Aponte family group got access to the data room and started audits and contractual negotiations. Employee representatives of both groups have also agreed after successful negotiations with employees. So both groups reached an agreement on the acquisition based on a net value of the minority interests of EUR 5.7 billion.

The acquisition is still subject to approval by the relevant competition authorities and the agreement of some of Bollore Africa Logistics counterparties which are expected to be finalised within 12 months.

Bollore Africa Logistics is present in 42 ports and manages 16 container terminal concessions in 8 West-African ports. The group also owns three rail concessions in Africa, namely Sitarail, Camrail and Benirail whereby landlocked countries are connceted to ocean ports.

This network will be in the hands of MSC, which will become the largest transport and logistics operator in Africa adding terminals in Togo and Ivory Coast with TIL (Terminal Investment Group.)

So far, so…….. How does this re-desings the West-African shipping, ports and logistics lanscape ? Lets analyse the West-African tango of the two largest container liner operators and add APM Terminals-Maersk to the picture. APMT has terminals in Angola, Benin, Cameroon, Congo, Ghana, Guinea, Côte’Ivoire, Liberia, Nigeria, Senegal, South Africa and Uganda. Lets add Bollore’s – read now MSC’s – 16 container terminal concessions in, among others, Ivory Coast, Ghana, Nigeria, Cameroon, Gabon, Congo, Togo and Guinea-Conakry, 7 ro-ro terminals, 2 timber terminals. With TIL MSC had already a presence in Togo and San Pedro. Maersk and MSC have share-swaps in a.o. Guinee-Conakry and Liberie-Monrovia. In several other ports they are in JVC’s with Bollore – now MSC. When adding-up, more than 60% of the West_African container handling capacity on Africa’s westcoast is in hands of only 2 operators – MSC and Maersk.

If such a move would occure in Europe or the USA we would see red-lights flashing with the EU & US antitrust authorities. Not in Africa (yet).

Already for some time we see a considerable difference in handling cost in West-Africa ports which is min/max Usd 100/320 compared to the rest of the world Usd 80/155. Offcourse labourcost in Africa is also about double – right ? Or is the other way around ? On the inland logistics side related to landlocked countries we see an import container from Tema (Ghana) to Ouagadougou (Burkina-Faso) taking abt. 13-22 days at cost of Usd 4,800.- while the same move from Newark to Chicago takes 5 days and cost Usd 654.- Export containers move slightly faster and cheaper. How will MSC develop the Railproject Abidjan – Cotonou ? Will MSC – Maersk allow competition or “adjust” their pricing policies to meet their economic objectives ?

And what will be the herritage of Vincent Bollore’s activities in West-African ports.
SPECIAL REPORT: How Vincent Bolloré won control of Ghana’s biggest port | Article | Africa Confidential ( And that is only Ghana. He already settled the Togo case for Euro 12 millions. Will MSC be able to trace all the historical hidden “arrangements” made by Bollore – if there are any.

Is it all bad news – well its news and every downside has also an upside. Lets look to the study made by the CSIS – Centre for Strategic International Studies.
190604_AfricaPorts.pdf ( . Can MSC – Maersk be a counterbalance against the strangling port financing, investment and construction heists ?

West-Africa remains a Political unstable region where key factors for top-decision makers are a fast payback and a good and steady return on investment. You never know which military boys band sings next and where you will end-up. Best example is the Necotrans experience in Conakry and how it ended when a new president handed-over the port concession manu-military to Bollore. The rest was for his Turkish friend Erdogan. Lets see how Special forces commander Mamady Doumbouya will react to the MSC take-over.

To be Continued…….

Corruption in Guinea?: French billionaire Vincent Bolloré threatened with trial

Having served two times in Conakry – Guinea for the Maersk Company, once to develop the port-stevedoring activities in the late 90’s and again as CEO of Maersk Guinee in 2007-2010 and not to forget Cotonou (Benin) and Onne (Nigeria) i consider myself as an authority on West-African Ports and its modus-operandi. It was late 2007 when we learned that our concession to the Conakry Container Terminal Services (CTS) which we jointly operated with Getma Guinee / AMA operated under a concession agreement till 2012 was under attack. Bollore Group made an unsolicited offer to the Guinea Government to take over CTS. The fast anticipation and initiative by the then Minister of Transport forced the Guinean Government to start a public tender process. Finally 3 offers where retained; Bollore, Necotrans and APM Terminals. At an audience with the (late) president Conte (not to be confused with current President Conde) in November 2008 i learned – not to my surprise – how it works. The secretary of the President explained the amounts and who would be the receivers. We obviously did not go along with these practices and lost the concession to Necotrans. Richard Talbot and Gamal Chaloub made it clear that now they had the concession and i should accept the situation. In order to protect the interests of Maersk we negotiated a stevedoring contract with Necotrans. President Conte died in December 2008 and the Military headed by Dadis Camara took power over Guinea. When i was approached by the Military (on my request they left their Kalashnikov’s outside my office) i only handed over a defense file allowing them to review the decision. Instead they boarded the first airplane to Paris and confronted Richard Talbot – Necotrans with their conditions for securing the concession. Necotrans maintained the concession. We were not surprised when in 2011, Bollore took over the concession. The hand-over process was simple; the Necotrans team was put manu-militari on the first Air France departure while the Bollore team was moving-in minutes later. Did Necotrans failed to meet the concession conditions – sure. Was the “standard” tender process followed ? No. The right process would have been to re-open the tender process and allow all parties again to make an offer for the concession. Will it now become clear as to why possibly the standard public tender process was not followed ? It seems that the French Justice is taking this serious. I dont know anything about what happened in Togo. I know (almost) everything what happened in Guinea – Conakry. Is it all bad news ? Not realy. While Necotrans clairly failed to have sufficient deep pockets to meet the concession conditions to invest in developing the infrastructure (extension of 300 meters quaywall and 110.000 square meters surface), Bollore has made these extensions and expansions. On the other hand we see a growing monopoly on the West-African ports where with few exceptions APM terminals and Bollore operate together 70% of the container terminal capacity on the West-African coast. With the non-authorised and prohibited share swap in the port of Monrovia (Liberia) with the port of Conakry (Guinea) between APM Terminals and Bollore they re-enforce their grip on the movements of goods in and out West-Africa. No surprise that container handling tariffs are approx. 3 times higher than in Europe – like the salaries of West-African Port Labor is 3 times better than the salaries of European Dockers ? With an average payback on investments of less than 5 years one can see why these ports are such attractive ventures. Yes, High risk equals High Yield and West-African countries are not exactly known for political stability so you better earn your money back fast. Question is whether it justifies practices which are post-colonial but no longer acceptable in the 21st century. The French justice will speak.