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Development Master Plans

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DIRECTIONAL DEVELOPMENT PLANS

 To respond to the increasing evolution of the volume and the nature of the traffic and to face the multiple and rapid mutations of the maritime transport of the last decades the Port of Abidjan conceived and rigorously executed, since its creation, two (2) master plans :

  • The first master plan (1951-1967);
  • The second master plan (1967-1980).

 

The first master plan (1951-1967)

The first master plan allowed for the following infrastructure and facilities:

  • North quays at the coast + 3.50 m and founded at 10 m; 775 m long, they have five (5) stores with a total area of ​​28,800 m2 divided into five (5) berths;
  • West quays at the coast + 3.50 m and founded at 10 m; 1,525m long, they have 10 berths and ten (10) 54,000sqm holdings;
  • The first part of the Fishing Port with a length of 400 m at the coast + 2.50 m of which 190 m with funds of - 5.00 and 210 m at - 7.00;
  • Fruit pier 350 m long at the coast + 2.50 m and at -7.00 m
  • Several specialized positions:
    • Hydrocarbon concessions on the east bank of the canal;
    • Log wood park;
    • Vessel receiving station for offshore oil tankers;
    • Carriage wharf 275 m to +2,50 m between the post 15 bis and Outillage du Port, with a shed of 3,200 m2;
    • Sheet metal pier 150 m at the coast + 3.50 m and funds at -7.00 m, located between the post 15 and the Outillage du Port.

 

Le deuxieme plan directeur (1967-1980)

The second master plan allowed the realization of:

  • The Vridi dike, 1,700 m long and 1,050 m wide;
  • The south quays
    • Post No. 16 to 21: total length 1,260 m, coastline + 3,50 m, bottom at - 11,50 m with five (5) storehouses covering 26,400 m2.
  • The container terminal: four (4) berths at the coast + 3.50 m with funds at - 12.00 m;
  • The second and third stages of the Fishing Port:
    • 425 m of steel sheet piling quay at + 2.50 m with bottoms at - 7.00 m;
    • 225 m of steel sheet piling quay at + 2.50 m with depths of - 7.00 m to - 11.50 m;
  • Chemical fertilizer wharf at the exit of the Vridi Canal, at the coast + 3.50 m and at - 10.00 m;
  • The construction of an industrial zone and an area of ​​naval industries;
  • The construction of a sand stop dike to the west of the entrance to the Vridi canal;
  • The removal of rocky spikes hindering navigation in the Vridi Canal.

Major works since 1980 and the third master plan

Following the completion of the first two master plans, a third master plan was prepared in 1985, including:

  • The rehabilitation and modernization of the existing harbor, which was already showing signs of saturation
  • Extension to new sites (Yopougon, Ile Boulay, West Coast Cord).

 

However, the implementation of this plan was thwarted by the economic crisis of the 1980s, which hit the country hard. However, some projects of modernization and rehabilitation of infrastructures on the one hand, and acquisition of advanced equipment on the other hand, have been realized.

These include, among others:

  • Paving of the medians at 125,000 m²;
  • Rehabilitation of railways in the bonded area of ​​3.815 m;
  • Realization of the linkage link with a 174 m bridge;
  • Construction of a new 4.5 ha deforested woodlot;
  • Construction of a new 150 m long fishing pier founded at -7.00 m on the former site of the lumberyard (wharf 15 bis);
  • Acquisition of two container cranes in 1986;
  • 150 m extension of the sand stop dike (1995-1996);
  • Complete rehabilitation of the first 2 container cranes (1998-1999);
  • Construction of a new building to house the General Directorate of the Autonomous Port of Abidjan;
  • Acquisition of a third container crane in 1999;
  • Rehabilitation and modernization of the fruit terminal (end of work in 2003).

 

In 1998, the Port Authority decided to update the master plan drawn up in 1985.

The beginning of the implementation of this plan was marked by the project of extension of the Port to Yopougon in the form of BOT whose convention was signed in 2000 with the Anglo-Dutch consortium LODECO.

Unfortunately, given the socio-political crisis that Côte d'Ivoire has been experiencing since 1999, this project could not be realized.