10 APPENDIX 4: PROJECT DESCRIPTIONS: EMERGENCY OPERATIONS

The projects listed below are in addition to the projects in the Appendices 1 to 3. All projects for emergency operations including those in Appendices 1 to 3 and additional project descriptions for the sole purpose of emergency operations in Appendix 4 are listed in the following table:

The following legend will be used in this table:

S: Study
I: Capital Investment Project
E: Emergency Operation Project only
D: General Development (DOT)
R: General Development (Rail)
P: General Development (Port)
CE: Civil Engineering Project
ST: Signal and Telecommunications
       Project
GM: General Management Project
DOT: Department of Transport
TNL: TransNamib Limited
MOWTC: Ministry of Works, Transport
                 and Communication
WB: World Bank

TABLE 9 PROJECTS FOR EMERGENCY OPERATIONS

______________________________________________________________________
CODE        TITLE        TYPE  EXECUTING  COST  CATEGORY   DESCRIPTION
                              AGENCY      US $             IN:
                                          106
______________________________________________________________________

D-CE-2 Upgrading the Aus
       to Goageb Road    I     DOT         20,7      D       App. 1
R-CE-1 Track Repair and
       Upgrading
       Seeheim-Lüderitz  I     TNL          9,0      R       App. 2
R-CE-2 Establish Quarry
       Seeheim-Lüderitz  I     TNL          3,5      R       App. 2
R-CE-3 Realignment Study
       Seeheim-Lüderitz  S     TNL          0,2      R       App. 2
R-CE-4 Bridge Strength
       Study
       Seeheim-Lüderitz  S     TNL          0,1      R       App. 2
R-ST-1 Radio Control
       Seeheim-Lüderitz  I     TNL          0,3      R       App. 2
P-GM-1 Study: Future Port
       Facilities for
       Namibia           S     MOWTC        1,5      P       App. 3
P-CE-1 Dredging
       at Lüderitz       I     TNL          1,0      P       App. 2
P-CE-2 Improvements:
       Lüderitz
       Port Area         I     TNL          1,5      P       App. 2
P-ME-1 Marine Craft      I     TNL          1,0      P       App. 2
P-ME-2 Cargo Handling
       Equipment         I     TNL          2,0      P       App. 2
ER-GM-1 Contingency
        Planning Unit    S     MOWTC        5,0      E       App. 4
ER-ME-1 Conversion
        of Wagons        I     TNL          0,3      E       App. 4
ER-ME-2 Bagging Plants   I   Private        0,6      E       App. 4
ER-ME-3 Acquisition of
        Breakdown Crane  I     TNL          2,0      E       App. 4
EP-GM-1 Management
        Contracts
        for Ports        S     TNL          6,0      E       App. 4
EP-CE-1 Oil Terminal
        at Lüderitz      I     TNL          4,5      E       App. 4
EP-CE-2 Additional
        Improvements:
        Lüderitz         I     TNL          1,8      E       App. 4
EP-CE-3 Oil Terminal at
        Swakopmund       I     TNL         18,0      E       App. 4
EP-CE-4 Floating Port
        for Lüderitz     I     TNL          3,0      E       App. 4
EP-ME-1 Additional
        Marine Craft
        and Cargo
        Handling
        Equipment        I     TNL         10,0      E       App. 4
ED-CE-1 Lubango-Oshikango
        Road and Kunene River
        Bridge at Xangongo
        Rehabilitation   I     WB          15,0      E      Annex 1
____________________________________________________________________

10.1 GENERAL PROJECTS

10.1.1 EMERGENCY PROJECT ER-GM-1: PLANNING UNIT

10.1.1.1 DESCRIPTION

A Contingency Planning Unit will be set up in Windhoek to function as a liaison body between the Ministry, financiers, executing agencies, operators and other concerned business and institutions, and to provide ongoing planning to deal with all aspects of emergency operations.

10.1.1.2 COMPOSITION AND SCOPE OF WORK

The Contingency Planning Unit will consist of a group of four to five experts in the planning and development of transport systems and operations covering the disciplines of:

- Manpower Planning and Training;
- Port Operations;
- Transport Engineering;
- Transport Economics;
- Shipping Operations.

In addition, the Unit should be able to recruit other experts for shorter assignments, as required, for example in international law, port engineering, hydrography etc.

The priority tasks for the CPU would include:

- Commissioning the Study for New Port Facilities for Namibia
  (see Project P-GM-1: Appendix 3). This study will ensure that
  any emergency operations do not conflict with long term
  development plans;

- Preparing a plan for the rehabilitation of the
  Seeheim-Lüderitz railway line;

- Preparing a plan for the upgrading of the Port of Lüderitz;

- Preparing operational plans for alternative scenarios in
  respect of port operations, railway operations and road
  transport;

- Making contact with port management companies;

- Making contact with leasing companies;

- Making contact with shipping lines and their agencies;

- Keeping contacts with customs clearance and freight
  forwarding companies;

- Making contact with the concerned Angolan Authorities and
  operators to develop plans for the rehabilitation of the transit
  route via the Port of Namibe.

A typical activity would be the preparation of a railway operations plan to cover the contingency of a transfer of all freight movements to/from the Port of Lüderitz which would occur if the Port of Walvis Bay is not available to the Republic of Namibia for the import and export of goods, including planning for the emergency rehabilitation of the Seeheim to Lüderitz railway. The contingency operations plan would be drawn up, based on origin and destination studies of all traffic and the availability of motive power, rolling stock, staffing etc.

Another activity would be to review the financial implications of emergency operations and to work out models and agreements for the covering of losses and the financing of various items.

It is proposed that the CPU would not only be responsible for commissioning the Study of New Port Facilities for Namibia, but also for guiding the consultant to be recruited for the Study as well as implementing its findings where appropriate. It is envisaged that the Unit should form part of the Directorate of Planning of the Department of Transport within the framework of the Ministry of Works, Transport and Communication.

10.1.1.3 PROJECT COST AND IMPLEMENTATION

The staffing of the CPU would require approximately 20 man years of input over a 3 to 5 year period. Cost estimate is US $ 5 million. The CPU should be set up as soon as possible after the advent of an emergency situation.

10.2 RAILWAY PROJECTS

Four of the railway projects detailed in Appendix 2 are necessary for executing emergency operations, but would also have other beneficial effects (see above table). The additional sidings at the Swakopmund tank farm are included in Project EP-CE-3. In addition the following three railway projects are required.

10.2.1 EMERGENCY PROJECT ER-ME-1: WAGON CONVERSION

Conversion of 70 general goods wagons to container flats.

10.2.1.2 BACKGROUND TO AND NEED FOR PROJECT

In order to maximise the flow through Lüderitz, and reduce handling time, it will be essential to containerise as much cargo as possible. The existing rolling stock fleet contains a surplus of general goods wagons but an inadequate number of container flats.

It will be possible to convert 70 general goods wagons to container flats. It is likely that some wagons will be converted in any case, due to the trend towards containerisation, but this conversion must be accelerated in an emergency situation.

10.2.1.3 IMPLEMENTATION AND COSTS

The programme of conversion will depend on the perceived risk of an emergency situation. Given time, the conversions could be carried out by TNL (or local sub-contractors), and should be initiated as soon as possible. However, the work must be completed in a short time. The remaining work should be let following international tendering procedures. The cost of conversion is estimated with US $ 0,3 million.

10.2.2 EMERGENCY PROJECT ER-ME-2: BAGGING PLANTS

10.2.2.1 DESCRIPTION

Provision of bagging plants for minerals and metals.

10.2.2.2 BACKGROUND TO AND NEED FOR PROJECT

In an emergency situation there will be no facilities to handle bulk materials at Lüderitz. In order to continue the export of minerals and metals, it will be necessary to package them to minimise handling within the port. Packaging will either be in the form of paper bags, which will then be loaded into containers, or "Flexible Intermediate Bulk Containers" (which could either be packed into containers or handled individually). The location for the bagging plants is likely to be at the mine or the point at which minerals are loaded onto trains.

10.2.2.3 PROJECT IMPLEMENTATION AND COSTS

The project involves the installation of two or three bagging plants, with associated handling equipment. It should be implemented as soon as an emergency situation occurs. The estimated costs for three bagging plants is US $ 0,6 million.

10.2.3 EMERGENCY PROJECT ER-ME-3: BREAKDOWN CRANE

10.2.3.1 DESCRIPTION

The project comprises the supply and commissioning of a new heavy lift breakdown crane.

10.2.3.2 BACKGROUND TO AND NEED FOR PROJECT

Of the four railway breakdown cranes owned by TNL only one is of a reasonably modern, diesel powered type. The capacity of the other three steam powered cranes is low and their operation very inefficient. For the current operations, these cranes are adequate. However, in an emergency, it is essential that the railway should have available a modern, highly powered breakdown crane. It would be stationed at Aus in an emergency.

10.2.3.3 PROJECT IMPLEMENTATION AND COSTS

Supply and commission a heavy lift diesel powered breakdown crane. The crane is estimated to cost US $ 2,0 million. Procurement should be initiated as soon as possible in an emergency situation.

10.3 PORT PROJECTS

10.3.1 EMERGENCY PROJECT EP-CE-1: OIL TERMINAL: LÜDERITZ

10.3.1.1 DESCRIPTION

Provision of tanker mooring and tank farm at Lüderitz

10.3.1.2 BACKGROUND TO AND NEED FOR PROJECT

At the present time the jetty of Lüderitz can only take tankers up to 5.000 dwt, with a draft less than 5,8 m. A tanker mooring could be provided in Lüderitz Outer Harbour which would permit tankers up to 8.000 dwt to discharge in water depth of about 8,5 m. The tanker mooring would relieve congestion at the jetty.

If a tanker mooring was provided it would be necessary to increase the tankage available to handle the largest shipment.

10.3.1.3 PROJECT COMPONENTS

The project comprises the following components:

- Installation of buoyed mooring at Lüderitz Outer Harbour;

- Submarine pipelines to shore;

- Land pipeline to tank farm;

- Construction of storage tanks (10.000 t approx.);

- Construction of rail tank loading facility.

10.3.1.4 IMPLEMENTATION AND COSTS

The programme for development will depend on the recommendations of the "Study of New Port Facilities for Namibia", and the perceived risk of an emergency situation. In any case it is recommended that the tanker mooring at either Lüderitz or Swakopmund is constructed in the short terms, i.e. in the next one to two years so that the Republic of Namibia has at least one independent fuel offloading facility as soon as possible. In addition, the required storage tank should also be constructed during the same period.

Oil companies have indicated to the Ministry of Works, Transport and Communication their interest in providing additional storage facilities at Lüderitz which are currently under construction (July 1990). As such it could be possible that this project could be partly funded by an Oil Company. The total cost were estimated to US $ 4,5 million.

10.3.2 EMERGENCY PROJECT EP-CE-2: FURTHER IMPROVEMENTS

10.3.2.1 DESCRIPTION

Additional improvements at Lüderitz Port to increase the capacities in an emergency situation.

10.3.2.2 BACKGROUND TO AND NEED FOR PROJECT

This project contains work that should be carried out to increase the capacity of the existing facilities at Lüderitz, with particular reference to general cargo. The project includes a number of actions which supplement those of Project P-CE-2: Improvements to Lüderitz Port Area (Appendix 2) in order to meet the special requirements of emergency operations.

10.3.2.3 PROJECT COMPONENTS

The additional works include:

- Extension of surfaced areas;

- Construction of new transit shed;

- Relocation of existing cargo shed and conversion to
  workshops/office;

- Floodlighting.

10.3.2.4 IMPLEMENTATION AND COSTS

The programme for implementation of the projects is linked to that of P-CE-2 and will also depend on the recommendations of the "Study of New Port Facilities for Namibia" (Project P-GM-1).

The costs were estimated to be:

                                                        US $ million

(i) Additional Surfacing                                      0,3
(ii) New Transit Shed                                         1,1
(iii) Relocation of Cargo Shed                                0,15
(iv) Flood Lighting                                           0,25
                                                        ____________
                                                        Total: 1,8
                                                        ============

10.3.3 EMERGENCY PROJECT EP-CE-3: OIL TERMINAL: SWAKOPMUND

10.3.3.1 DESCRIPTION

Provision of tanker mooring and tank farm at Swakopmund.

10.3.3.2 BACKGROUND TO AND NEED FOR PROJECT

In view of the strategic importance of liquid fuels, it is considered essential to provide more than one facility for the importation of liquid fuels in Namibia. In addition, a tanker mooring is the one type of marine facility that could be easily provided at a location other than Lüderitz, thus relieving the congestion at Lüderitz Port and on the railway from Lüderitz to Seeheim. The project includes a mooring launch and a slipway to provide protection in bad weather. This project should be considered in any case, even if no emergency situation arises.

10.3.3.3 PROJECT COMPONENTS

- Installation of single point mooring for vessels up to 25.000
  dwt;

- Submarine pipelines from mooring to shore;

- Land pipelines from shore to tank farm;

- Additional railway sidings and loading facility;

- Provision of mooring launch and slipway.

10.3.3.4 IMPLEMENTATION AND COSTS

The scheme detailed in this project is the minimum scheme for an emergency operation. It may be desirable for a long-term development to install a larger mooring in deeper water to accommodate tankers up to say 50.000 dwt, together with a larger tank farm capable of providing a strategic reserve to Namibia. This option will be considered in the "Study of New Port Facilities for Namibia" and it is essential that this Study is initiated before commencing the installation of the tanker mooring.

Regarding "implementation", see Project EP-CE-1 above. As a minimum, part of the storage capacity should be provided as soon as possible. It is possible that an Oil Company would assist in funding this facility. The estimated cost of this project are US $ 18 million.

10.3.4 EMERGENCY PROJECT EP-CE-4: FLOATING PORT: LÜDERITZ

10.3.4.1 DESCRIPTION

Provision of a floating jetty at Lüderitz.

10.3.4.2 BACKGROUND TO AND NEED FOR PROJECT

In Scenario 2 the existing landside facilities would not be large enough to handle the total traffic. A floating jetty could be provided in a short time within Robert Harbour, permitting the establishment of a new storage area (as well as increasing the number of vessels that could be handled at one time). Coasters and ro-ro vessels could offload at the jetty, and it could also be used by floating terminals for oil, cement or coal.

10.3.4.3 PROJECT COMPONENTS

The project comprises:

- Purchase of second hand barge, approx. 90 m by 27 m;

- Transport and installation of barge on piled retention
   structure;

- Installation of Bailey Bridge from barge to shore;

- Construction of storage area and access roads;

- Additional sidings.

10.3.4.4 IMPLEMENTATION AND COSTS

The programme for implementation of the projects will depend on the perceived risk of a deteriorating situation. Detailed planning should, however, be commenced by the CPU (Project ER-GM-1) as soon as an emergency situation emerges. It is likely that the jetty could be installed within 4-6 months.

The cost is estimated to be about US $ 3,0 million, based on the purchase of a second hand barge. The CPU will explore the possibility of renting the floating jetty, instead of purchasing it.

10.3.5 EMERGENCY PROJECT EP-ME-1: ADDITIONAL CRAFT

10.3.5.1 DESCRIPTION

Additional marine craft and cargo handling equipment for use in an emergency situation.

10.3.5.2 BACKGROUND TO AND NEED FOR PROJECT

If Walvis Bay is not available the capacity of Lüderitz Port would have to be increased to its maximum. The equipment proposed under Projects P-ME-1 and P-ME-2 is considered to be a minimum provision for slow development of the port, but additional equipment would have to be provided to ensure maximum flow through the existing facilities.

10.3.5.3 PROJECT COMPONENTS

Supply of the following equipment:

- 4 No. 250 hp tugs for handling lighters;

- 6 No. 28 m x 7 m x 1,5 m flat top lighters;

- 10 No. 200 t conventional lighters, with covered hatches;

- 1 No. 30 t heavy lift crane;

- 1 No. mobile port tower crane, capacity 24 t at 6 m;

- 2 No. mobile tower cranes, capacity 10 t at 8 m;

- 1 No. 5 t mobile crane;

- 2 No. heavy duty fork lift trucks, to stack 20,5 t containers;

- 9 No. 3 t fork lift trucks;

- 3 No. tractor units;

- 10 No. trailers.

10.3.5.4 IMPLEMENTATION AND COSTS

The total cost of the additional equipment is estimated to be US $ 10 million, based on the purchase of new equipment. However, the delivery periods for new equipment may be excessive, and there may be advantage in either leasing or purchasing second hand equipment, due to the uncertain time for which the equipment will be required. If equipment is leased the annual cost may be between one third and one quarter of the purchase price. The CPU will examine the possibility of leasing equipment.

10.3.6 EMERGENCY PROJECT EP-GM-1: MANAGEMENT CONTRACT

10.3.6.1 DESCRIPTION

Management contract for the operation of marine facilities in Lüderitz and Swakopmund.

10.3.6.2 BACKGROUND TO AND NEED FOR PROJECT

At the present time the Ministry of Works, Transport and Communication has to its disposal very few local personnel who are experienced in the operation of high capacity ports. In an emergency situation it would be essential to optimise the available ports throughout, and to do this by means of a management contract which would be let to a specialist organisation which has a proven track record for the operation of similar ports.

10.3.6.3 PROJECT COMPONENTS

Management contract for the operation of Lüderitz Port and the Oil Terminal at Swakopmund. The contract would include eventual secondment of key plant operators in case they cannot be found in Namibia (until local operators could be trained) and management of the maintenance of all plant and marine equipment.

10.3.6.4 IMPLEMENTATION AND COSTS

The contract should be let as soon as the need for high throughput through the ports is apparent. The cost, based on 30 people for 2 years, has been estimated to be US $ 6,0 million. The contract would be prepared by the Contingency Planning Unit of the Ministry.

10.3.7 EMERGENCY PROJECT ED-CE-1: ROADS IN ANGOLA

10.3.7.1 DESCRIPTION

In case of an emergency situation in Namibia, caused by the Walvis Bay issue, the case could arise that emergency rehabilitation works have to be undertaken speedily on the trunk road between Lubango and St. Clara/Oshikango at the Angola/Namibia border including upgradings and improvements on the destroyed bridge across the Kunene River at Xangongo or the implementation of an improved ferry service.

10.3.7.2 BACKGROUND TO AND NEED FOR PROJECT

The 424 km long road linking Lubango to the Angola/Namibia border at St. Clara/Oshikango is in a poor state of repair due to war damage and lack of maintenance (see Annexure 1 at the end of this Memorandum). In order to provide an emergency route for the movement of traffic to/from Angola a first stage rehabilitation is required as a matter of urgency. Permanent long term reconstruction of the road according to the "Namibe Port Transport System" according to Appendix 1 of this Memorandum can be carried out at a later stage.

The bridge over the Kunene River at Xangongo has been completely destroyed and a temporary emergency structure including three Bailey bridges are only capable of supporting 5 t axle load vehicles. A new Bailey bridge providing two lanes and strength to carry a total vehicle load of at least 45 t, or alternatively an improved efficient ferry service is required as an emergency measure. A permanent structure according to the "Terms of Reference" for the Namibe Port Transport System in Annexure 1 can be constructed at a later stage on a different position north-east of the present destroyed bridge.

As part of the project, a transshipment terminal should be constructed in Lubango to enable quick transfer of goods to and from railway wagons, operated between Lubango and the ports of Namibe and Sacomar.

See also a "Protocol" between the Ministries of Transport and Communications of the Peoples Republic of Angola and Works, Transport and Communication of the Republic of Namibia in Annexure 2 of this Memorandum.

10.3.7.3 PROJECT COMPONENTS

The project involves:

- Review of existing surveys and bridge data;

- Engineering designs for roadworks, bridges and road/rail
  terminal;

- Provisional rehabilitation of sub-base and base course over
  bad sections of the Lubango-St. Clara/Oshikango road;

- Repair/reconstruction of pavement;

- Clear drainage channels and reconstruct culverts;

- Construct rail/road terminal at Lubango;

- Supply and erect Bailey bridge at Xangongo;

- Construction and transshipment terminal, including required
  access roads.

10.3.7.4 IMPLEMENTATION AND COSTS

The project should be commenced as soon as the emergency situation due to the Walvis Bay issue in Namibia requires and as soon as the security situation in Angola permits. Based on the road sections listed in Annexure 1 at the end of this Memorandum, the cost is estimated to be:

Cost                                        US $ million

(i) Lubango-Chibia                                             0,4
(ii) Chibia-Chibemba                                           4,6
(iii) Chibemba-Cahama                                          0,6
(iv) Cahama-Humbe                                              3,6
(v) Humbe-Xangongo                                             0,7
(vi) Xangongo-Ondjiva                                          1,0
(vii) Ondjiva-Namacunde                                        0,3
(viii) Namacunde-St. Clara/Oshikango                           0,1
(ix) Contingencies                                             1,7
                                                        ____________
Total (Road Works)                                            13,00
(x) Road/rail terminal at Lubango                              0,25
(xi) Supply and erect Bailey bridge
     across Kunene River
     at Xangongo or Ferry Service                              1,75
                                                        ____________

Total Works                                              US $ 15,00
                                                        ============  

horizontal rule

 

SOUTHERN AFRICA TRANSPORT AND COMMUNICATIONS COMMISSION SATCC

 

REPUBLICA POPULAR DE ANGOLA

 

MINISTERIO DOS TRANSPORTES E COMMUNICAÇOES

 

REPUBLIC OF NAMIBIA

 

MINISTRY OF WORKS, TRANSPORT AND COMMUNICATIONS

 

TERMS OF REFERENCE FOR CONSULTANTS FOR THE REHABILITATION,

 

UPGRADING

 

AND EFFICIENCY IMPROVEMENT FOR THE NAMIBE PORT TRANSPORT SYSTEM:

ANGOLA - NAMIBIA

FEASIBILITY STUDY

SATCC PROJECT No. 0.0.10

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