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Maritime and Waterways Safety Project Scope and Technical Report: Navigational Aids November 2012 PNG: Maritime and Waterways Safety Project CURRENCY EQUIVALENTS (as of 5 November 2012) Currency unit – kina (K) K1.00 = $0.49 $1.00 = K2.06 ABBREVIATIONS ADB – Asian Development Bank AIS – Automatic Identification System AUS – Australian CD – Chart datum CAPEX – Capital expenditure CHS – Circular hollow steel pile DBR – Design basis report GPS – Global Positioning System HWL – High Water Level (assumed to be mean spring high water) IALA – International Association of Lighthouse Authorities IMO – International Maritime Organization IPCC – International Panel on Climate Change Control LWL – Low water level (assumed to be mean spring low water level) LOA – Length overall (vessel) MSL – Mean sea level Navaid – Navigational aid NMSA – National Maritime Safety Authority OPEX – Operating expense PCI – Precast concrete PIANC – Permanent International Association of Navigation Congress PISR – Pre-Installation Survey Report PNG – Papua New Guinea PPTA – Project preparation technical assistance RC – Reinforced concrete SOLAS – Safety of life at sea SS – Stainless steel TOR – Terms of reference WEIGHTS AND MEASURES cm – centimeter dia – Diameter of a pile in millimeter μm – micrometer mm – millimeter nm – nautical mile (= 1.852 kilometers) wt – Pile wall thickness in mm ii GLOSSARY daymark – Navigation aid with no light beacon, in water or on land topmark – Visible colored mark to denote port, starboard or other passage NOTE In this report, "$" refers to US dollars unless otherwise stated. iii TABLE OF CONTENTS Page I. INTRODUCTION 1 II. REVIEW OF PREVIOUS ADB NAVAID PROJECT 1 A. Overview 2 B. Major Shipping Routes and Navaids as of August 2000 3 C. Summary 5 III. NEED FOR NAVAIDS 5 A. Navaid Demand Based on Vessel Traffic 6 B. Navaid Demand Based on Shipping Lanes 9 IV. NAVAIDS AS OF MAY 2012 10 V. PROPOSED NAVAIDS WORKS 12 A. Navaids Priority 13 B. 99 Replacement of Navaids 13 C. Additional 33 Navaids 18 D. Summary of Additional Navaids 20 VI. CIVIL WORKS WORKFLOW 22 A. Workflow 22 B. Site Project 22 C. Navaid Alternatives 23 D. Community Security and Maintenance Agreements 23 VII. SAMPLE SITE PROJECT 23 A. Site Visit 23 B. Existing Navaids – China Straits 24 C. New Navaids – China Straits 24 VIII. APPLICATION OF WORKFLOW: CHINA STRAIT 25 A. Site Conditions 25 B. Pre-Installation Survey 33 IX. NAVAIDS ASSESSMENT 33 A. Navaids Design 33 B. Navaids Alternatives Assessment 35 C. Preferred Alternative 42 X. OVERALL PROJECT 42 A. Costs 42 B. Construction Program 46 APPENDIX A. COST ESTIMATES 48 I. INTRODUCTION 1. Since 14 out of 22 provinces in Papua New Guinea (PNG) are coastal, about 60% of the population resides on the coast or near rivers suitable for water transportation and their livelihood depends on water transportation. To provide safe, reliable and affordable transport systems for the movement of goods and people, and delivery of health and education services, the Asian Development Bank (ADB) has supported the implementation of a franchise shipping scheme in the country. However, many of the country’s navigational aids (navaids, including lighthouses, hazard markers, and channel markers) have deteriorated due to insufficient maintenance, weather damage, volcanic damage and vandalism. 2. The Rehabilitation of the Maritime Navigation Aids System Project, funded by ADB and established in 2005, proactively improved the shipping service environment by repairing, upgrading or newly constructing 211 navaids along mainly international shipping routes by March 2008. The number of maritime accidents, especially groundings of commercial vessels, was reported to have diminished. 3. By late 2005, the project also contributed to the establishment of the National Maritime Safety Authority (NMSA), including a hydrographic unit and a community engagement unit, which is responsible for maintenance and operation of navaids. NMSA took over from the Department of Transport in 2006. Under the community engagement program, Provincial and Community Lighthouse Committees of all the navaids sites conduct basic maintenance while being given adequate training, with community land use fees and maintenance costs by NMSA. 4. The program contributes to reducing vandalism and increasing community ownership of navaids by providing socially-centered activities for both community welfare and income generation, as well as gender equity. The operational status of the navaids provided by the project was stated to be in good condition. 5. NMSA has identified navaids mainly along coastlines including 162 small day-markers and light beacons, to be replaced to scale up the safe and efficient environment for maritime and waterways transport. Of the162 identified navaids, 63 have been replaced as of June 2012. 6. NMSA also requires an improved transport control, monitoring and surveillance system (i.e., automatic identification system), tide gauges and wider coverage of hydrographic charts to reduce the risk of accidents (including loss of life at sea), negative environmental impacts, and the costs of shipping services as traffic volume increases. To operate the new systems and increase the chart coverage, NSMA will need to upgrade technical and management skills and establish rigorous and quantitative monitoring systems and this project is to respond to these requirements. Further, this project is also expected to produce benefits to PNG’s people as well international trade which relies on safe and efficient shipping services through PNG waters. II. REVIEW OF PREVIOUS ADB NAVAID PROJECT 7. The following is a synopsis of the situation as reported in the previous ADB project1 documentation and as reviewed in conjunction with NMSA. 1 ADB. 2000. Report and Recommendation of the President to the Board of Directors: Proposed Loan to Papua New Guinea for the Rehabilitation of the Maritime Navigation Aids System Project. Manila (Loan 1754). 2 8. As of the year 2000, there were 96 navigation operation navaids out of a total of 166. The non-operational navaids totaled 70 numbers, and these were divided as follows: 14 in Bougainville damaged; 43 navaids discontinued due to sustained vandalism (i.e., all equipment repeatedly removed, stolen, or damaged); 9 navaids with weather or volcanic activity-related deterioration; and 4 out of service due to faulty equipment. 9. It was noted that most navaids were in poor condition due to vandalism, environmental deterioration, and age of the installation, inappropriate design, or inadequate maintenance. The level of vandalism and environmental deterioration correlated with the geographic location, with some areas suffering losses from persistent community vandalism, while other areas were subject to severe annual weather patterns that accelerated deterioration rates. 10. Most navaids were well below the expectations of mariners and the needs of the maritime transport system in PNG. Also, most of the damaged aids were on PNG’s critical maritime routes. The system of day-marks was not adequate to facilitate safe maritime travel by the island communities. Many of these were in need of severe rehabilitation (i.e., replacement). A. Overview 11. PNG shipping can be categorized as (i) international through traffic, (ii) coastal traffic between the major ports, and (iii) small vessel traffic serving numerous minor ports. 12. In 2000, it was reported that about 2,850 vessels per year pass through eastern and northern PNG waters on voyages to Asian ports in the People’s Republic of China, Japan, and Republic of Korea. This traffic was principally bulk carriers, container vessels, and general cargo vessels. There was no traffic in crude oil on these routes. 13. To pass through the north Coral Sea, traffic was evenly divided between two principal routes: through Jomard Entrance or around Rossel Island. Given the vessel traffic through these principal routes, it was deemed that navaids along these tracks were vital and required attention. 14. The most frequently used routes were: Jomard–Vitiaz Strait for vessels heading northwest to Hong Kong, China and the Philippines; Jomard–Vitiaz Strait west of Manus Province for vessels going to the Republic of Korea and southwest Japan; and Jomard–Saint Georges Channel and Rossell northeast of New Ireland Province for vessels on route to Japan. 15. It is noted that the above routes remain the most frequently used to this day. Presently, these routes are reasonably well served with navaids and charts. Vessels using these routes usually carry radar and GPS, and are subject to inspection by safety authorities. 16. Petroleum products were shipped from the Kumul oil terminal in the Gulf of Papua in 2000 and this remains the present case. It is noted that petroleum product tankers depart PNG waters through the Torres Straits en route to destinations elsewhere. 3 17. The coastal routes between the PNG’s major ports were used by about seven overseas and three major local shipping companies. The most frequently travelled route was that between Port Moresby and Lae with a recorded 230 ship movements in 1998. Significant effort was stated to be required to restore the navaids on these routes and new aids were required to rectify deficiencies and gaps. B. Major Shipping Routes and Navaids as of August 2000 1. Southwest PNG 18. The navaids on the Fly River were supplied, installed and are presumably maintained by private mining and oil companies. It was noted that the navaids at Daru and Bristow were stated to be adequate for traffic entering the Fly River from the Gulf. 19. The Kumul oil terminal and Bramble Cay were stated to have good lights. It was noted that there was adequate sea-room between the route used from Kumul oil terminal to Bramble Cay and Torres Straights, and the seaward limit of the river bank. Marking the seaward bank was stated to be not practicable due to the shifting nature of the bank. Eastward, Gouri was used as a timber port and required a new navaid. It was also noted that lesser ports used by coastal traffic need hydrographic charts prior to installation of aids.
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