Lake Malawi and Upper Shire Transportation Project

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Folder Title: Government of Malawi - Lake Malawi and Upper Shire Transportation Project - Techno Economic Feasibility Study - Lake and River Harbours - Annex C to General Report - Part I With Kraft Paper Mill - Part II Without Kraft Paper Mill - February 1968

Folder ID: 301571

Project ID: P001590

Dates: 02/01/1968-02/01/1968

Fonds: Records of the Africa Regional Vice Presidency

ISAD Reference Code: WB IBRD/IDA AFR

Digitized: 6/3/2020

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0 __

U4 GOVERNMENT OF MALAWI

A.-AKE MALAWI AND UPPER SHIRE TRANSPORTATION PROJECT

TECHNO-ECONOMIC FWMILITY STUDY

LAKE AND RIVER HARBOURS ANNEX C

.-DE-CLASSIFIED WB3G Archives

KAMPMANN, KIERULFF & SAXILD AIS CONSULTIN,4 ENGfNEERS -COPENHAOEN GOVERNMENT OF MALAWI

LAKE MALAWI AND UPPER SHIRE TRANSPORTATION PROJECT

TECHNO-ECONOMIC FEASIBILITY STUDY

LAKE AND RIVER HARBOURS ANNEX C

TO GENERAL REPORT

PART I : WITH KRAFT PAPER MILL PART II: WITHOUT KRAFT PAPER MILL

FEBRUARY 1968

KAMPSAX KAMPMANN, KIERULFF & SAXILD A/S CONSULTING ENGINEERS - COPENHAGEN TABLE OF CONTENTS

PART I: WITH KRAFT PAPER MILL Page

1. GEOGRAPHICAL AND METEOROLOGICAL CONDITIONS ON LAKE MALAWI ...... I

1.1 General...... I 1. 2 Prevailing Winds and Rainfall ...... 3 1.3 Waves and Littoral Drift ...... 5 1.4 Breakwater Stability and Agitation by Waves in Harbours ...... 5 1.5 Lake Level Variations ...... 7

2. LAKE HARBOURS ...... 8

2. 1 Existing Lake Harbour Facilities ...... 8 2.2 Future Lake Harbour Constructions ...... 12 2. 2. 1 Imnprovements to Existing Jetties ...... 12 2. Z. 2 All Weather Harbours on the Lake ...... 14 2. 2. 3 Fair Weather Landing Stages ...... 17 2.2.4 Chilumba and Mlowe ...... 19

3. RIVER HARBOURS ...... 20

3. 1 Existing River Harbour Facilities ...... 20 3.2 Future River Harbour Constructions ...... 20 3.2.1 Fort Johnston ...... 20 3.2.2 Liwonde Harbour with Shipyard ...... 21

4. REMARKS REGARDING THE INDIVIDUAL HARBOURS ...... Z4 4.1 All Weather Lake Harbours ...... 24 4.2 Fair Weather Lake Landing Stages ...... 26 4. 3 Chilumba and Mlowe All Weather Lake Harbours ...... Z8 4.4 River Harbours ...... 30 ii

Page 5. REQUIRED NUMBER OF BERTHS IN HARBOURS 31

5.1 General Cargo Berths ...... 31 5.2 Oil Berths ...... 36

6. ESTIMATED CONSTRUCTION COSTS OF HARBOURS ...... 37

PART II: WITHOUT KRAFT PAPER MILL ...... 41

1. GENERAL ...... 41

2. REQUIRED NUMBER OF BERTHS IN HARBOURS .. 42

2.1 General Cargo Berths ...... 42 2.2 Oil Berths ...... 45

3. ESTIMATED CONSTRUCTION COSTS OF HARBOURS ...... 46

FIGURES

PART I: Cargo Prognosis and Capacities for All Weather Harbours ...... 35

PART II: Cargo Prognosis and Capacities for All Weather Harbours ...... 44

DRAWINGS C 1 to C 18 iii

LIST OF TABLES

PART I. Page

TABLE 1: All Weather Harbours, 1st Building Stage .... 15

TABLE 2: All Weather Harbours, 2nd Building Stage .... 16

TABLE 3: All Weather Harbours, 3rd Building Stage .... 17

TABLE 4: All Weather Harbours, 4th Building Stage .... 17

TABLE 5: Fair Weather Harbours, Preliminary Stage.... 18

TABLE 6: Fair Weather Harbours, 1st Building Stage ... 19

TABLE 7: Possible Building Stage after 1990, Convert- ing Chilumba and Mlowe into All Weather Harbours ...... 19

TABLE 8: Fort Johnston, 1st Building Stage ...... 21

TABLE 9: Liwonde Harbour, Building Stages 1970-1990.. 23

TABLE 10: Transported Tonnages on Lake Malawi and Shire River at Various Times ...... 32

TABLE 11: Distribution in Percentage of General Cargo excluding Products from and to the Paper M ill ...... 33

TABLE 12: Distribution of General Cargo (including Pro- ducts to and from the Paper Mill) on the Different All Weather Harbours ...... 33

PART II.

TABLE 13: Distribution of General Cargo on the Different All Weather Harbours ...... 43 LAKE AND RIVER HARBOURS

PART I: WITH KRAFT PAPER MILL

1. GEOGRAPHICAL AND METEOROLOGICAL CONDITIONS ON LAKE MALAWI

1.1 General.

The map on drwg. C 1, showing Lake and River harbours, is referred to. Lake Malawi is generally speaking very deep and the water depths are increasing rapidly from the coast and outwards. Normally a sandy shelf is formed by wave action along the shores extending with gradually increasing depths out to about the four fathom contour line, after which the sea bottom is falling off steeply to great depths.

This coastal profile presents certain problems to the construction of jetties and harbours, because the structures cannot be placed on the steep part of the sea bottom where the depths rapidly become very great and the ground often is so steep that it is close to being unstable. The shelf, on the other hand, is at many places very narrow and the depths rather shallow. Dredged areas may therefore at such places silt up again very quickly, due to littoral drift caused by the wave action, which has a considerable effect on the generally sandy bottom materials of the shelf.

At many places, especially between Nkhata Bay and Chilumba, there are practically no beach and shelf at all, the rocks falling directly into the sea almost vertically. - 2 -

Existing sea charts and air photographs of the Western and Southern coastline of the lake have been studied in order to find suitable locations for harbour constructions. At certain places, f.inst. at Bandawe-Chinteche, sea charts were not available. A special survey with taking of soundings on the shelf was therefore carried out in April 1967. Such soundings were also made at other places where sea charts were not sufficiently detailed.

An ample shelf was found at the all weather harbours of Karonga (drwg. C 2), Chinteche (drwg. C 3), Nkota Kota (drwg. C 4) and at Senga (drwg. C 5).

The shelf is very narrow at Chilumba in the southern part of Deep Bay, where a fair weather harbour will be built.(drwg. C 6), at Mlowe to the north of the South Rukuru river delta (drwg. C 7 B) where an all weather harbour might perhaps be built in a distant future, at the fair weather harbour places of Ruarwe (drwg. C 8) and Usisya (drwg. C 9).

The shelf is almost not existent at Chilumba in the southern part of Deep Bay, where a small all weather harbour might perhaps be built in a distant future (drwg. C 6), at the fair weather harbour of Nkhata Bay, east of the existing pontoon landing stage (drwg. C 10) and at Likoma Island, where a fair weather pontoon landing stage will be built (drwg. C 12).

The shelf is finally of ample width at Mlowe at the southern limit of the South Rukuru river delta where a fair weather harbour is built, and where an all weather harbour may perhaps be built in a distant future (drwg. C 7 A). Also at Chipoka (drwg. C 11), where improvements to the existing landing stage will be built, the shelf is of ample width.

(Drawings have in the above been numbered from north to south along the lake shore with Likoma Island at the end.) -3-

As mentioned above, the shelf consists of sand, but at places rock outcrops are encountered. This is especially the case at Chinteche and to some degree at Chilumba and Nkhata Bay. No detailed soil investigations could be included in the survey at the present stage but will be carried out in connection with the elaboration of the final project.

Locations offering some natural protection from certain wind directions have been found at Karonga, Chinteche, Nkota Kota, and Senga. The comparatively wide shelf at these places and the natural protection available makes it possible to construct all weather harbours - with several berths - by means of one single breakwater only. At Mlowe both considered alternatives are unprotected against prevailing winds, and two breakwaters will therefore be necessary here. An all weather harbour - with one berth only - can be constructed at Chilumba.

At Nkhata Bay, owing to the steep gradient of the sea bottom, only a short breakwater can be constructed, but Nkhata Bay will none the less not be protected from all wind directions and can therefore not be considered fully as an all weather harbour. It is, however, a pretty good fair weather harbour.

At Ruarwe, Usisya and Likoma Island, only fair weather harbours consisting of simple landing stages can be constructed.

1.2 Prevailing Winds and Rainfall.

Mid January - Mid April: Variable winds all over the lake. Particularly in the Kaporo-Karonga and Nkota Kota areas strong winds, West-South-West veering West-North-West, force 6 to 7, do occur, however, dying out completely after one to two hours.

Heavy rainfall in January - March, less heavy in April. -4-

In the Northern Region of the lake, water-spouts with recorded heights of up to 5, 000 feet occur in December, January, and February. They are of very short duration and are believed not to present any hazard to navigation.

Tropical revolving storms originating in the Indian Ocean on rare occasions deviate from their normal track along the Strait of Madagascar and pass in a westerly direction over Malawi. Dur- ing the past sixty years twelve cyclones have entered Malawi, only two of these causing severe damage, mainly due to the heavy rainfall. The cyclones, which may be experienced during the months of December to April are most frequent in the Southern Region, but they do not seem to have set up wind forces exceed- ing 8 Beaufort on Lake Malawi.

Mid April - September: Fresh to strong winds from South-East, known as the Mwera, may blow continuously with force 6 to 7, locally gale 8 for several days, in exceptional cases up to 3 weeks. Maximum force and duration is encountered in June and July.

In regions where the escarpment drops steeply into the lake, the Mwera, as may be expected, tends to follow the contour of the coast. In doing so, the strength of the wind may decrease locally.

During the period May - September, very little rain falls.

October - Mid January Strong North-East winds are prevailing during this period, blowing from dawn to about eleven a.m. From noon to dawn only few and light winds occur. During November and December, thunder squalls with heavy downpours generally of short duration occur at intervals of one to two weeks. Maximum strength of wind during squalls is force 7.

Water-spouts occur in the Northern Region during December, January and February, as mentioned above. -5-

1.3 Waves and Littoral Drift.

As mentioned in the preceding section the most important wind is the Mwera, blowing from South-East. It can blow for weeks with considerable strength. Winds from North-East are also of some importance but always of short duration, normally some two to three hours.

Wave heights often reach 5 ft to 7 ft (1.5 to 2.0 m) and occasion- ally, out on the lake, 10 ft (3. 0 m) especially during the Mwera, exceptionally even somewhat more.

The above-mentioned littoral shelf, which is formed by wave action, is of great width and with deep water on locations exposed to the Mwera such as Karonga, Chinteche, and Senga, while it has lower water depths at places like Ruarwe and Usisya, which are sheltered against South-East winds.

Littoral drift is, due to the Mwera, mainly running from South to North, and at certain places, especially near the river deltas, it is of some importance. Along the steep, rocky coasts there is hardly any material transport along the coast.

1.4 Breakwater Stability and Agitation by Waves in Harbours.

For the investigation of breakwater stability wave heights of 2h = 10 ft (3.0 m) have been taken into account. This wave height may occur from any wind direction blowing from the lake, although the frequency is highest from the South-East. As already mentioned above, the all weather harbours (Mlowe apart) will obtain sufficient shelter by one single breakwater as the shape of the coast gives maximum benefit of natural protection. -6-

For determination of wave penetration into the all weather harbours of Karonga, Chinteche, Nkota Kota, Senga, Chilumba, and Mlowe - Southern location - a basic wave height of Zh = 7 ft (2.1 m) has been assumed at the harbour entrances. The diffrac- tion of the waves down to small wave heights at the quays is shown on drawing C 18 by means of contour lines of different wave heights. For Senga wave agitation lines in the harbour is only shown in case of one breakwater and at Nkhata Bay when a breakwater has been constructed as protection of the floating pier.

Higher waves at the harbour entrances than the wave of 2 h = 7 ft may occur, but at extremely long intervals; it is, therefore, not necessary to consider such higher waves.

Obviously wave agitation in the harbours is at its highest level at the outer end of the breakwaters. It is, therefore, proposed to construct tanker berths at this place and to locate cargo berths closer to the approach embankment of the all weather harbours.

Fair weather harbours will in'the first instance be built at Chilumba, Mlowe, Ruarwe, Usisya, Nkhata Bay, and Likoma Island.

The above-mentioned all weather harbours at Chilumba and Mlowe are only supposed to be built after the period under consideration 1970-1990. These places are therefore provided with fair weather harbours in the first instance.

Chilumba as an all weather harbour can only be provided with one single cargo berth, and an extension of this harbour would mean the construction of a supplementary all weather harbour, also with one single berth, in order to ensure good navigation conditions. - 7-

It is therefore likely that Mlowe - probably the Southern alternative - will be built instead of Chilumba, if any of these harbours are to be built at all as all weather harbours in some distant future.

Some protection against certain wind directions exists for most of the fair weather harbours. For other wind directions no protection is available and it may therefore not always be possible to use these harbours.

1.5 Lake Level Variations.

The lowest lake level, LLW, supposed to occur once in 25 years, has been taken at 1548'-6". The highest lake level ever occur- ring has been fixed at 1558' -6". The level of the quay apron of the all weather harbours has on basis of these indications been taken at 1560'-6". As the maximum draft of future ships will be 9 ft (confer Annex D), the maximum level of the harbour bottom should be 1538 ft, which means that in the most extreme cases there will be 1'6" below the keel of the ships.

The harbour bottom at the fair weather harbours, where ships with only 7'6" draft will berth, has been taken as 1537' -6", i.e. half a foot lower than in the all weather harbours, due to the more exposed position of the fair weather harbours. -8-

2. LAKE HARBOURS

2.1 Existing Lake Harbour Facilities.

At present no harbour facilities exist at Karonga. The larger of the lake service ships anchor at Kambwe Lagoon inside the spit, which provides some shelter against South-East winds. The Kambwe Lagoon itself is unsuitable for any harbour pro- jects due to very shallow water, possible littoral drift, and a swampy lake shore.

Chilumba in Deep Bay is naturally protected against South-East winds but is exposed to winds blowing from East, North-East, and North.

The present 220 ft long jetty is used for mooring motor boats and barges, and the lake service ships anchor off the jetty and transfer passengers and cargo by means of motor boats and barges. The outer end of the jetty is badly founded and has tilted.

A study of the site has been made by Sir William Halcrow, Con- sulting Engineers, and detailed charts and maps are available.

Tekera is situated in Florence Bay and is the "port" of the Livingstonian Mission. The lake service passenger ships call at this place where passengers and very small amounts of freight are transferred by the ships' motor boats.

Some shelter against southerly winds is available, but heavy littoral drift is reported. No detailed sea charts are available.

As this place is supposed to get good road connections with other all weather harbours on the coast, no harbour facilities will be constructed here. - 9 -

Mlowe is at present solely a passenger port and has apart from the lake service passenger ships only poor connection with the outside world. Detailed charts are not available.

No harbour facilities exist at present. The lake passenger ships call at this place and anchor off beaches North or South of the estuary of the river according to the wind directions.

Ruarwe Bay is a natural harbour backed by high hills and has great depth of water. It is open towards the East, but good shelter against Southerly and South-Easterly winds may be found along the Southern shore.

The lake service passenger ships call at this place which has practically no other connection with the rest of Malawi. Almos t no freight is carried to or from Ruarwe. Transfer of passengers and freight is undertaken by means of the ships' motor boats.

Usisya is situated on a peninsula with a mountainous promontory of a height of 305 ft. Good shelter against Southerly winds exists North of the peninsula in the lee of the mountain. Detailed charts are not available.

The lake service passenger ships call at this place and are practically the only connection with the outside world. Almost no freight is carried to or from Usisya.

Nkhata Bay is really two small bays forming natural harbours, giving protection against the Southerly and South-Easterly winds but being exposed to winds from East and North-East.

Sandy beaches are found at the head of each bay. Otherwise the bays are surrounded by steep, rocky hills. Deep water is found in both bays. - 10 -

At the Northern bay, which gives better shelter against the South- Easterly winds than the Southern bay, a pontoon jetty is available, consisting of a pontoon with a deck measuring about 36 ft x 67 ft, connected to the shore by means of 2 spans of Bailey bridges, each 70 ft long, the innermost section being fixed, the outermost movable hinged.

Two transit sheds are located near the pontoon jetty, a third one a little further away.

During strong North-Easterly winds, the pontoon jetty is frequent- ly damaged. Therefore, and because of the amount of passengers and freight passing this port, it is considered necessary to build some breakwater protection in the future.

The Northern bay is not suitable for the building of a future real all weather harbour, because of its small size, great depth of water, rocky bottom, and lack of space.

Nkota Kota is situated in a shallow bay which is well protected against winds from the South-East by the Sungu Spit, but is open to the winds from North-East. Max. depth in the bay is 16 ft. which is found in a limited area at the entrance to the bay about 1200 ft. from the western shore. A jetty is found at this location, extending from the western shore of the bay. The deck of the jetty is sloping outwards and the outer end is normally awash.

The Sungu Spit is varying in position and some siltation is taking place at the existing jetty.

Owing to insufficient depths at the jetty, only barges and motor launches can moor alongside. The lake service passenger and cargo ships are always anchoring in the bay outside the jetty, and passengers and cargo are transferred to and from the ships by means of motor boats and barges. The substructure of the jetty consisting of wooden piles is not of a design permitting it to form part of a future all weather harbour to be constructed at this place. - 11 -

Transfer of passengers and cargo between the present lake service and the railway from Salima to Beira takes place at Chipoka which is at present the largest port on the lake with regard to amount of traffic.

The port facilities consist of a jetty of about 500 ft length provided with a rail track. The jetty is built in shallow and unprotected water, and only motor boats, barges, and tugs can moor alongside when low lake levels occur and in fair weather only.

The jetty is of a very primitive construction, being built of rubble contained within two walls of vertical steel sleepers, braced by steel anchors. Due to the littoral drift set up by the strong South-East winds, heavy silting has taken place at the Southern side of the jetty; today silting also takes place on the Northern side of the jetty.

Facilities ashore consist of a railway station building, transit sheds with customs office, wireless station, and oil storage tanks belonging to Malawi Railways Ltd. The Malawian firm of OILCOM has an enclosure with 3 oil tanks and an oil pump from where oil transported by rail from Beira is delivered to a small Mozambique tanker of about 40 ton capacity, which calls at an interval of about two weeks.

In the future, when the rail - ship transfer point will be shifted to Liwonde, the port of Chipoka will lose its present import- anc e.

Monkey Bay is a good natural harbour with good road connection to Fort Johnston and Liwonde. There are no quays at Monkey Bay and the ships moor alongside a primitive floating pier consisting of pontoons moored end to end and covered with steel plates. A ship repair 'yard, which includes a floating dry dock for the present lake service, is situated at Monkey Bay, and an office building for the lake service staff and quarters for expatri- ate and African staff are also situated at Monkey Bay. - 12 -

In the future, the ship repair yard with its floating dry dock will be transferred to Liwonde and so will the office building for the lake service staff. However, the quarters for expatri- ate and African staff could still remain at Monkey Bay. Monkey Bay will probably have no special importance in the future with regard to transport of cargo and passengers.

Likoma Island is situated close to the East coast of Lake Malawi and thus close to the Mozambique coast.

On the East Coast of the island are three bays, Malombe Bay to the North and Mbamba Bay and Ngani Bay to the South. The lake service passenger ships call at Likoma Island and usually anchor in Mbamba Bay which is fairly well sheltered against Southerly winds. Passengers and freight are transferred by boats which run up on the sandy beach in Mbamba Bay.

In the future, a pontoon landing stage will be built at the Nor- thern end of Ngani Bay.

2. 2 Future Lake Harbour Constructions.

2. 2. 1 Improvements to Existing Jetties.

Improvements to the Chilumba, Nkhata Bay (pontoon jetty) and Chipoka jetties are carried out in a preliminary stage of harbour construction, in the period from mid 1969 to mid 1970 (Nkhata Bay to end 1970). These improvements should make it possible to use the present Lake Service cargo fleet with Chi- poka as base until mid 1972, when a change-over to the Lake and River Service with Liwonde as base should take place. - 13 -

The present jetty at Chilumba is abandoned and a landing stage is constructed in the same way as for the fair weather harbours is 210 ft (see below under 2.2.3), however the solid jetty head long, which under fair weather conditions should make it possible to berth a ship of the present fleet and future oil tankers on the outer side as well as on the inner side of the jetty head (drwg. C 6). The future 500 ts dw cargo ships will be able to use this landing stage under fair weather conditions.

Chilumba will be the main northern harbour until Karonga is built by 1/1 1975.

At Nkhata Bay (drwg. C 10) a short breakwater will be built, which will protect a new pontoon landing stage consisting of a pontoon connected to land by two Bailey bridge spans, with one hinged movable and one fixed span. The present pontoon landing stage of similar type will then be transferred to Likoma Is- land. The tanker berth with a pipeline to shore will be built along the outer western end of the breakwater. Nkhata Bay will then "nearly" be an all weather harbour.

It should be possible for the 500 ts dw cargo ships nearly always to berth at this jetty, the passenger ships "ILALA" and "CHAUNCEY MAPLES" equally so. Nkhata Bay will in the future be a' central passenger collecting and exchange harbour. The new combined passenger and cargo vessel will also have its base at Nkhata Bay. General cargo from the Northern Re- gion should in the future mainly be handled via the Chilumba, Karonga or Chinteche harbours.

The improvements at the Chipoka harbour (drwg. C 11) should consist in a widening and heightening of the present jetty, which is submerged by the waves and which is heavily silted in especially on the southern side. A steel sheet piling wall should be dri- ven at the northern side of the jetty and at the jetty head. The - 14 -

The new jetty should be filled with sand and covered by a concrete deck. Some dredging will be necessary around the jetty - perhaps also some maintenance dredging. A pipeline should connect the tank farm on shore with the jetty.

The present cargo fleet and future oil tankers should berth at the improved jetty. With regard to the berthing of future 500 ts dw cargo ships they will not be able to use this landing stage. Transloading will have to be done by means of tugs and barges.

All of the three improved jetties at Chilumba, Nkhata Bay and Chipoka should be provided with mobile cranes for goods handling.

The Chipoka jetty will be given up as soon as the Lake and River Service with its base at Liwonde can be implemented.

2.2.2 All Weather Harbours on the Lake.

The all weather harbours of Karonga (drwg. C 2), Chinteche (drwg. C 3), Nkota Kota (drwg. C 4) and Senga (drwg. C 5) and possibly in a distant future Chilumba (drwg. C 6) or probably more likely Mlowe-South (drwg. C 7 A) are in principle carried out in the same way.

The breakwaters (drwg. C 15) are carried out as rubble mounds with stone protected slopes with heavier stone sizes on the sea- side than on the harbour side. The breakwater coping is at level 1568'6". The one-lane road 9'10" wide on the breakwater and the two- lane road 198" wide on the approach embankment is carried to level 1562'2". The approach embankment (drwg. C 15) is constructed in the same way as the breakwater.

A tanker dolphin berth is constructed at the outer end of the breakwaters (drwg. C 17). - 15 -

The quay berth, length 250 ft, is 164 ft wide, giving ample space for the construction of a 65'6" wide warehouse, 100 ft long.

The quays (drwg. C 15) are anchored steel sheet pile walls, backfilled with sand covered by an asphalt concrete surfacing. At the end of the quays in the harbours an adjustable ramp (drwg. C 17) is provided, which together with a flap gate on the stern of the ships berthing at the quay, will make a direct transfer of passengers and goods from the ship to the quay pos - sible. The ramp is adjustable in height due to the variation in lake water level over a longer period of years. The bottom in the all weather harbours is dredged to level 1538'.

The harbours are provided with a few fork-lift trucks and a few tractors and trailers.

In table 1 is shown what is supposed to be included in a 1st stage of development covering the period from mid 1970 to mid 1972 for the Chinteche (drwg. C 3) and Nkota Kota (drwg. C 4) harbours.

TABLE 1

All Weather Harbours - 1st Building Stage.

Chinteche Nkota Kota

Tanker berth 1 I Cargo berth 2 1 Shed 2 1 Fork lift 3 3 Tractor 2 2 Trailer 4 4 Breakwater x x Dredging x Pipeline to the shore x x - 16 -

Table 2 shows the harbour works included in a 2nd stage of development from mid 1973 to 1/1 1975 for the Karonga (drwg. C 2), Chinteche (drwg. C 3) and Senga (drwg. C 5) all weather harbours.

As mentioned elsewhere the Senga harbour is not included in the present project, it is therefore only included in the table as a possibility.

TABLE 2

All Weather Harbours - 2nd Building Stage.

Karonga Chinteche Senga

Tanker berth 1 1 Cargo berth 1 2 Shed 1 2 Fork lift 3 3 3 Tractor 2 2 2 Trailer 4 4 4 Breakwater x x Dredging x Pipeline to the shore x x

Table 3 shows a 3rd stage of development of the Chinteche (drwg. C 3) and the Nkota Kota (drwg. C 4) harbours during the period mid 1978 to 1/1 1980. - 17 -

TABLE 3

All Weather Harbours - 3rd Building Stage.

Chinteche Nkota-Kota

Cargo berth I Shed I Fork lift 3 Tractor 2 Trailer 4

Table 4 shows finally a 4th stage of development of the Chin- teche (drwg. C 3) harbour during the period from mid 1983 to 1/1 1985.

TABLE 4

All Weather Harbours - 4th Building Stage.

Chinteche

Cargo berth 1 Shed 1 Fork lift 3 Tractor 2 Trailer 4

2.2.3 Fair Weather Landing Stages.

The landing stages at Chilumba (drwg. C 6), Mlowe (drwg. C 7, Plan A), Ruarwe (drwg. C 8), and Usisya (drwg. C 9) consist of a solid jetty head connected to the shore by means of a short, light timber bridge (drwg. C 16). In order to get clear of waves at high water levels, the bridge deck must be located at level 1565 ft. - 18 -

The jetty head at level 1560'6" can be built of "gabions" com- posed of stone fill contained in boxes of a special non corro- sive wire mesh. They are founded in a stone bed prepared on the sea bottom. Such a structure should be easy to build and maintain.

The new Chilumba jetty is built in a preliminary stage from mid 1969 to mid 1970 - see above under 2.2.1.

With regard to Nkhata Bay developments in a preliminary stage from mid 1969 to 1/1 1971, see also above under 2.2.1 Im- provements to Existing Jetties.

At Senga an oil buoy berth will be placed. It is connected to the shore through a submerged pipeline.

Tables 5 and 6 show what will be included in the above-mentioned fair weather harbours during the preliminary stage and the 1st construction stage: 1/7 1969 to 1/7 1970 and 1/7 1970 to 1/7 1972.

TABLE 5

Fair Weather Harbours - Preliminary Stage.

Chi- Nkhata Senga Chi- lumba Bay poka

Tanker berth 1 Oil buoy berth 1 Fixed landing stage for one or more ships 1 1 Floating landing stage 1 Mobile crane 1 1 1 Breakwater or coast protection x x Dredging x x Pipeline to shore x x x x - 19 -

TABLE 6

Fair Weather Harbours - 1st Building Stage.

.w Likoma Miowe Ruarwe Usisya Island

Fixed landing stage for one ship 1 1 1 Floating landing stage for one ship

There will be no further building stages for these fair weather harbours.

2. 2. 4 Chilumba and Mlowe.

Table 7 shows what may possibly be included in a distant future building stage for these all weather harbours. They will not be built in the period under review: 1970-1990. It is further likely that only one of them will be built, probably Mlowe: Southern alternative (drwg. C 7, Plan A).

TABLE 7

Possible Building Stage after 1990, converting Chilumba and Mlowe into All Weather Harbours.

Chilumba Mlowe

Tanker berth 1 1 Cargo berth 1 1 Shed 1 1 Fork lift 3 3 Tractor 2 2 Trailer 4 4 Breakwater x x Dredging x Pipeline to the shore x x - 20 -

3. RIVER HARBOURS

3.1 Existing River Harbour Facilities.

Neither at Fort "Johnston nor at Liwonde do harbour facilities of any importance exist at present.

3.2 Future River Harbour Constructions.

3.2.1 Fort Johnston (drwg. C 13).

The highest water level (HHW) in the river at Fort Johnston is reckoned to be almost the same as in Lake Malawi, viz. 1558'6", and the lowest water level (LLW) 1548'6". The river bottom must be dredged to 1538 ft in front of the quay.

The harbour consisting of one single quay berth is located on the Western side of the river.

Materials dredged in the navigation channel in the river can be used as fill for harbour areas.

The quay wall is constructed in the same way as for the lake harbours. Both oil tankers, cargo and passenger ships will have to be served by this one berth.

Table 8 shows what is included in the first and only building. stage of Fort Johnston. - 21 -

TABLE 8

Fort Johnston - 1st Building Stage.

Cargo and tanker berth 1 Shed I Fork lifts 2 Tractor 1 Trailer 2 Dredging for 9 ft draft of ship x Pipeline x

No second or third stages of development are 'proposed.

3.2.2 Liwonde Harbour with Shipyard (drwg. C 14).

HHW level is, due to the gradient of the river, fixed at a lower level than Lake Malawi, namely 1553 ft, LLW level at 1547. 8 ft and the dredged river bottom at 1536.5 ft (refer Annex B, section 3. 3. 4).

A harbour bassin is dredged to the East of the river, to ensure least possible maintenance dredging of the harbour, but there will thus be a considerable amount of initial dredging to be done. It has, however, not been considered necessary to keep the same clearance below ships keel as for the navigation channel. 2 ft clearance only has been chosen here.

Preliminary soil investigations have been carried out at this place. They have shown the upper 7 to 10 ft below existing terrain to consist of black-brown silty, peaty clay or medium sand with organic matter which could only be used for reclaim- ing the terrain behind the harbour areas proper. Below this layer and down to a depth of 15 to 20 ft below existing terrain sand and gravel is found. This layer is suitable as fill behind quay walls and on harbour areas.

Finally, green-gray residual weathered rock in front of a clayey sand and gravel layer is found under the last mentioned layer of sand and gravel.

The different soil layers can be dredged by means of the type of dredger which has been proposed for the execution of the navigation channel of the river.

It should also be possible to carry out the quay walls of the Liwonde harbour in principle as for the lake harbours.

The harbour is located at the Eastern bank of the river upstream of the Liwonde barrage. It is connected by rail with the future railway marshalling yard of the coming Liwonde railway station.

In the harbour basin will be located (drwg. C 14): a. An oil products dolphin berth connected with a central tank farm. b. The shipyard described in Annex D: Lake and River Craft, Chapter 3, with repair and maintenance section; a section for newbuilding of ships and a section for the construction of steel structures, etc. The existing floating drydock from Monkey Bay will be moored in front of the yard. c. Two cargo berths. There is further space available for six more cargo and passenger berths. In 1990 six cargo berths are built, after which space for 2 more berths will still be available. d. A cattle landing stage consisting of two dolphin berths and a platform with two adjustable ramps in between. Transfer of cattle can then take place via flap-gate at the stern of the ships and via the ramps. - 23 -

Table 9 shows the development of Liwonde harbour from 1970 to 1990.

TABLE 9

Liwonde Harbour. Building Stages 1970 - 1990.

1st 2nd 3rd 4th Building Building Building Building Stage Stage Stage Stage

Tanker berth 1 Cargo berth 2 1 2 1 Cattle landing stage 2 Shed 2 1 2 1 Fork lift 6 3 Tractor 4 2 Trailer 8 4 Dredging for 9 ft draft of ship x x x x Pipeline x Railtrack x x x x Electricity and water installations x

The shipyard at Liwonde is shown on drawing C 14, and in more detail on drawing D 9 of Annex D. The shipyard comprises the following buildings and equipment:

Liwonde Shipyard (drwg. C 14).

Dry dock with crane Floating dry dock Workshops with equipment Outfitting quay with crane Railway tracks Steel storage area Cranes El- and water distribution system Portable Derrick Crane, 50 ts. Administration building Guard's house. - 24 -

4. REMARKS REGARDING THE INDIVIDUAL HARBOURS

4.1 All Weather Lake Harbours.

Karonga (drwg. C 2).

The coastal foreland at Karonga consists of sediments from the rivers. Wave erosion has transformed the foreland into an underwater shelf of considerable width. The proposed harbour is located in the Southern part of a bay and it is possible by means of an L-shaped breakwater to obtain sufficient shelter from all wind and wave directions. In order to obtain sufficient depth at the harbour entrance and to avoid siltation problems, the breakwater head is carried out to the edge of the shelf at a water depth of 4 fathoms. As the lake bottom is sloping steeply just outside the breakwater head, it should be protected against erosion by a sheet piling wall.

Quay berths are located inside the outer part of the breakwater and linked with land over an approach embankment which due to the width of the shelf has a considerable length.

Chinteche (drwg. C 3).

An air reconnaissance and the taking of simple soundings along the coast between Bandawe Point and Chinteche have made it possible to find a place for an all weather harbour on this stretch of the coast. No sea charts exist here.

At Bandawe Point, extended sandy shoals with littoral drift would create problens for maintenance of proper depths in a harbour for navigation, while the coast between Bandawe Mission and Chinteche is very rocky and almost without any sand shelf so that water depths become too great. - 25 -

The most suitable location for an all weather harbour is found near Chinteche at the Southern end of the sand shelf created of deposits from the rivers of Kapachi and Lweya. The shelf is here of suitable width and depth, and as littoral drift of sand is mainly in a Northwards direction, the danger of siltation in the harbour seems small. The harbour consists of an L-shaped breakwater open to the North, where shelter is obtained from the coast extending East-North-East to Msuli Point. Some dredging will be necessary behind the breakwater in order to provide sufficient space for navigation. It will thus also be necessary to remove a certain small amount of rock outcrops.

As described elsewhere, the future all weather harbour at Chin- teche should serve the double purpose of an export harbour for paper rolls from the kraft paper mill and a general cargo harbour for the hinterland.

Nkota Kota (drwg. C 4).

Nkota Kota harbour consists of a breakwater projecting out from the coast in an easterly direction. The outer part of this breakwater with the berths behind it is straight and placed in a South- Easterly direction. The harbour is located at about 1700 ft. North of the existing jetty at Nkota Kota, where the breakwater and the berths can be located in sufficiently deep water.

The harbour has shelter to the South-East from Sungu Spit and is protected by the breakwater from North-Easterly winds.

Littoral drift, mainly from the South, is concentrated on the sand bar forming the Sungu Spit and there does not seem to be any greater danger that this spit should create serious problems to navigation within a reasonable lifetime of the harbour. Some dredging may, however, have to be carried out in front of the quay berths in due course. - 26 -

Senga (drwg. C 5).

The Senga harbour is situated in a bay facing East-South-East. The bay is located between two rocky promontories. As the littoral drift can hardly pass these promontories, the Northern part of the beach of the Senga Bay has stabilized itself in a shape which is almost perpendicular to the prevailing wave action from South-East so that no resulting material transport takes place along the shore.

The bay is exposed to the waves from South-East, but a sand bar extending from the Southern promontory Kambiri Point to Namalenje Island gives some shelter by causing the highest waves to break.

The harbour consists of an L-shaped breakwater with berths on the inner side. Kambiri Point provides shelter to the South where the harbour is open. It will be easy at a later stage by adding a secondary Southern breakwater to create convenient berthing space for yachts, as shown on the drawing.

4. 2 Fair Weather Lake Landing Stages.

Chilumba (drwg. C 6).

The existing jetty at Chilumba is in such a bad state, that it would not pay to improve it. Instead a new fair weather jetty is built East of the existing one. The jetty head is constructed in a way which makes it possible to berth not only at the sea side, but also, during bad weather conditions, at the inner side of the jetty head, which is constructed so long, that it gives some shelter.

As already mentioned, the Chilumba site is sheltered against South and South-East winds, but is exposed to winds blowing from North, North-East, and East. - 27 -

Mlowe (drwg. C 7)

The landing stage at Mlowe is placed at the Southern end of the South Rukuru River Delta at the place where it in a possible distant future is intended to place the Southern alternative of an all weather harbour at Mlowe, Plan A on drwg. C 7. The landing stage will be exposed to Eastern and South-Eastern winds.

Ruarwe (drwg. C 8).

The Ruarwe landing stage is well protected from winds from the South-East by the Chirwi Point, but exposed to winds from North- East and East. The shelf is very narrow and, probably due to absence of high waves from South-East, also with small depths.

Usisya (drwg. C 9).

The landing stage in the Usisya Bay is sheltered against winds from South-East by the Pangy Point. It is, however, exposed to winds from North, North-East and East. The shelf is also here very shallow, probably due to absence of high waves from South-East, also with small depths just like Ruarwe. At a distance of about 450 ft from the shore, the bottom is falling off from about 2 fathoms depth to about 20 fathoms or more.

Nkhata Bay (drwg. C 10).

Certain harbour facilities do already exist at Nkhata Bay which have been described under section 2. 1 above.

The present harbour is, as already mentioned, exposed to winds from North-East and East. In order to improve harbour conditions a breakwater is constructed out to the 5 fathom line giving protection to winds from North-East. The breakwater head is protected against erosion by steel sheet piling. A dolphin berth - 28 -

for oil-tankers can be located at the outer end of the breakwater. The present pontoon landing stage with a hinged movable and a fixed span Bailey bridge will be transferred to the Likoma Island and replaced by a similar but new arrangement.

It is practically impossible to extend the breakwater further out as no sandy shelves exist here and the seabottom is falling off very steeply to great depths. The Nkhata Bay harbour must therefore be considered a fair weather harbour, although, when the breakwater has been constructed, a pretty good one.

Possible sites for harbour areas on shore at Nkhata Bay are very restricted. It is therefore not possible to extend the harbour at this place during future developments. These are main reasons why Chinteche has been chosen as the site for a future all weather harbour instead of Nkhata Bay. The distance between the two places is about 25 miles.

Likoma Island (drwg. C 12).

At Likoma Island, a pretty good natural harbour seems to exist in the Ngani Bay. Here, the harbour will be well sheltered from all directions and there would be no siltation problems.

It is proposed to transfer the existing pontoon landing stage arrangement with the hinged movable and fixed Bailey bridge spans at Nkhata Bay to Likoma Island and install it in Ngani Bay at Chikoli. The two Bailey bridge spans will be sufficient to reach proper water depths at this place.

4. 3 Chilumba and Mlowe All Weather Lake Harbours.

The Chilumba all weather harbour is shown on drwg. C 6. The breakwater giving protection from North-East and East has a very short approach embankment. There is almost no shelf at - 29 -

this place, but an underwater, rocky ridge in a short distance from the shore has trapped some sand and thus given certain possibilities for location of a breakwater here. Some dredging, probably in sand, will be necessary as the harbour area is very narrow.

The breakwater head is reaching out to the rapidly sloping seabottom. Steel sheet piling protection against erosion should therefore here be provided for this head. It is not possible to en- large the harbour shown on drwg. C 6 with further berths in the future. Should an extension to the proposed Chilumba harbour be required after 1990, it will be necessary to construct a supplementary new harbour at Chilumba.

At Mlowe (drwg. C 7), two alternative harbour locations have been considered, viz. one at the Southern edge of the South Rukuru River Delta, Plan A, and one to the North of this delta in the bay South of Saulos Mhango, Plan B. The delta deposits seem to form a suitable sandy shelf for the Plan A alternative.

Due to lack of natural shelter from all wind directions, the Plan A harbour must have two breakwaters; a somewhat curved main breakwater to the South with tanker and quay berths on the inner side and a smaller secondary breakwater to the North-East. The main breakwater will give shelter to the Mweras from South-East. Siltation problems should not arise at this location at the Southern end of the sand shelf of the river delta, as the littoral drift is mainly Northerly.

The Northern location, Plan B, has to be built on a narrow, sandy shelf, which cannot contain a harbour at all. It is therefore proposed to excavate the harbour basin behind the beach and carry the harbour entrance to deep water between groins, to se- cure against siltation from littoral drift. Drifting material will be diverted into deeper water by the groins. -30 -

As already mentioned, the Chilumba and Mlowe harbours will be constructed after 1990 and the Mlowe harbour (Southern alternative, Plan A) probably instead of Chilumba.

4.4 River Harbours.

Siltation will probably only take place at Fort Johnston to a very small extent. Maintenance dredging in front of the quay berth will therefore be insignificant.

The Liwonde harbour is located in a basin to the East of the river. No siltation should occur in the basin, but the entrance is exposed to some siltation, and it will be necessary to maintain the depth here by dredging. - 31 -

5. REQUIRED NUMBER OF BERTHS IN HARBOURS

5.1 General Cargo Berths.

The overall Design and Building Programme 1968 - 1990 for the Lake and River Transportation Project - General Report PART I - is treated in the General Report Section 4, of which under-section 4. 3 deals more particularly with the programme of harbour construction.

In order to decide upon the required number of berths in the different harbours it is of primary importance to know the expected volumes of goods to be transported at various times.

In Annex A, table 18, is given a summary of estimated annual quantities to be transported on the lake and river, southgoing and northgoing.

Oil need not be considered when determining the number of cargo berths in the harbours, as these will be provided with special oil berths of the dolphin, buoy or fixed platform type, refer section 5.2 below.

The combined annual tonnages of general cargo, including cattle, paper rolls etc., are repeated from Annex A, table 18, in table 10, column (4). - 32 -

TABLE 10

Transported Tonnages on Lake Malawi and Shire River at Various Times. ('000 short tons/year.)

General Cargo Tonnage without Cattle Paper Total Year Paper and Cattle Tonnage Tonnage Tonnage Tonnage (1) (2) (3) (4)=(l)+(2)+(3)

mid 1972 103 17 0 120

1975 121 22 62 205

1980 158 28 118 304

1985 197 35 118 350

1990 235 42 118 395

Column (1) gives the total general cargo tonnage without cattle and paper tonnages, column (2) the cattle tonnages and column (3) the paper mill tonnages. Column (4) is thus the total of columns (1), (2) and (3).

While cattle transports must be considered when determining the number of cargo berths in the Karonga, Chinteche and Nkota Kota harbours, they need not be considered at Liwonde, where special berths will be provided for handling of cattle. Paper mill tonnages will only be handled at Chinteche and Li- wonde.

The total annual general cargo - including cattle - tonnages will have to be distributed over the three northern harbours: viz. Karonga, Chinteche and Nkota Kota. Percentages for this distribution at the different stages are given in table 11. - 33 -

TABLE 11

Distribution in Percentage of General Cargo excluding Products from and to the Paper Mill.

Mid 1972 1975 1980 1985 1990 per cent per cent per cent per cent per cen

Karonga 18 20 21 22 22 Chinteche 44 43 43 42 42 Nkota Kota 38 37 36 36 36

The tonnages to be handled at the different harbours at various times can now be determined. These tonnages are given in table 12.

TABLE 12.

Distribution of General Cargo (including Products to and from the Paper Mill) on the Different All Weather Harbours.

Y ear Karonga Chinteche Nkota Kota Liwonde No. of No. of No. of No. of berths berths berths berths

Mid 1972 22 53 45 120 1 2 1 2 1975 29 123 53 183 1 2 1 3 1980 39 198 67 276 1 3 2 5 1985 51 215 84 315 1 4 2 6 1990 61 234 100 353 x) Until Karonga is finalized in the beginning of 1975, the fair weather harbours of Nkhata Bay and Chilumba can together be considered as 1 cargo berth for the Northern Region. - 34 -

The capacity of one cargo berth in harbours where no paper mill goods are handled is assumed to be 50, 000 sh ts per year. If paper mill products are handled as in Chinteche and Liwonde, the capacity per year is estimated to 60, 000 sh ts per year due to the possibility of more rationalized loading and unloading of identical paper rolls etc.

Based on the above assumptions regarding tonnage capacities per berth etc., the required number of cargo berths in the four all weather harbours can be determined. This is done in the following figure (page 35): "Cargo Prognosis and Capacities for All Weather Harbours", PART I. For each of the four harbours (Karonga, Chin- teche, Nkota Kota and Liwonde) the estimated transport volume from 1970 to 1990 is illustrated with a fully drawn line. The dotted line indicates the capacity of each harbour at the different stages. The jump in the dotted line symbolizes that one or two berths are taken into use.

From this it appears that no harbour at Karonga is needed before 1975. Until then Chilumba and Nkhata Bay are used as harbours for the Northern Region. At Chinteche two berths will be ready by mid 1972, in order to be able to handle the goods for the paper mill. No more berths are needed at this place before 1980. At this time and in 1985 one more berth should be ready. At Nkota Kota one berth will be ready by mid 1972 and one more should be ready in 1980. At Liwonde two berths will be ready by mid 1972 and one further berth in 1975. In 1980 it will be necessary to have two more berths ready, due to the increase in paper mill products at this time. Finally in 1985 one mor e berth should be ready.

Handling of goods on a small scale is possible also in the fair weather harbours. The timber bridge of these harbours is designed to carry a truck, which can be loaded or unloaded by means of the ships' derricks. - 35 -

KARONGA

cc -~- -7 7~

CHINTECHE --

NKOTA-KOTA - -

LIWONDE

-- 4

ESTIMATED QUANTITIES OF GENERAL CARGO FOR THE DIFFERENT HARBOURS.

------APPROXIMATELY CAPACITY OF GENERAL CARGO FOR THE DIFFERENT HARBOURS.

THE FIGURES REFER TO NUMBER OF BERTH IN EACH PERIOD.

CARGO PROGNOSIS AND CAPACITIES FOR ALL WEATHER HARBOURS PART I - 36 -

5. 2 Oil Berths.

The capacity of one oil berth is determined on the following assumptions. I tanker ship can be loaded or unloaded in four hours. It is therefore possible to serve 2 ships a day at one berth. The greatest oil quantity has to be handled at Liwonde. In 1990 this quantity is 125, 000 sh ts a year. One ship carries 250 sh ts. All the oil is therefore transported in 500 ship- 500 loads. To handle this 2 = 250 days/year are necessary. One oil berth is thus just enough in Liwonde in 1990. It will, however, probably be necessary to build one oil berth more in the beginning of the 1990 decade.

In the other harbours where oil is handled, one oil berth is enough, also for many years after 1990. 6. ESTIMATED CONSTRUCTION COSTS OF HARBOURS

The summary below shows the total estimated construction costs for the lake- and river harbours. The dredging for the lake harbours is included, but not for the river harbours. The cost of the dredging of the river harbours are given in Annex B: Upper Shire River Navigation Channel. All prices are 1967 price level before devaluation.

Harbour Construction Costs - Preliminary Stage 1/7-69 - 1/7-70.

a. Fair Weather Harbours. L

Chilumba 40, 000 Nkhata Bay 98, 000 Senga Oil Buoy 20, 000 Chipoka 67, 000

225, 000

Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 45, 000

Total Harbour Construction Costs - Preliminary Stage 270, 000 - 38 -

Harbour Construction Costs - 1st Stage - 1/7-70 to 1/7-72.

a. All Weather Harbours. L

Chinteche 430, 000 Nkota Kota 360, 000 790, 000

b. Fair Weather Harbours.

Mlowe 23, 000 Ruarwe 21, 000 Usisya 26, 000 Likoma Island 5,000 75,000

c. River Harbours.

Fort Johnston 65,000 Liwonde (excl. shipyard) 545,000 610,000 1,475, 000 Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 295, 000

Total Harbour Construction Costs - 1st Stage 1, 770, 000

Harbour Construction Costs - 2nd Stage - 1/7-72 to 1/1-75

a. All Weather Harbours. Karonga 395, 000

b. River Harbours. Liwonde 230, 000 625,000 Sundries, unforeseen, soundings, soil investigation, design, supervision, administration, 20 per cent 125, 000

Total Harbour Construction Costs - 2nd Stage 750,000 - 39 -

Harbour Construction Costs - 3rd Stage - 1/1-75 to 1/1-80

a. All Weather Harbours. L L

Chinteche 100, 000 Nkota Kota 100,000 200,000

b. River Harbours.

Liwonde 210, 000 410, 000 Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 80,000

Total Harbour Construction Costs - 3rd Stage 490, 000

Harbour Construction Costs - 4th Stage - 1/1-80 to 1/1-85 a. All Weather Harbours. Chinteche 100, 000 b. River Harbours. Liwonde 100, 000 200, 000 Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 40,000

Total Harbour Construction Costs - 4th Stage 240,000 - 40

Harbour Construction Costs. Preliminary Stage and 1st + 2nd + 3rd + 4th Stages.

Preliminary Stage 270, 000 1st Stage 1,770,000 2nd Stage 750, 000 3rd Stage 490,000 4th Stage 240, 000

Total Harbour Construction Costs, Pre- liminary Stage + 1 st, 2nd, 3rd + 4th Stages -3,520,000

Senga Harbour. Construction Costs 2nd Stage - 1/7-72 to 1/1-75

Senga all weather harbour 410,000

Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 82, 000

Total Senga All Weather Harbour 492,000 - 41 -

PART II: WITHOUT KRAFT PAPER MILL

1. GENERAL

The changes in the lake and river harbours of Part II: Without Kraft Paper Mill in relation to the harbours of Part I: With Kraft Paper Mill occur at Chinteche and Liwonde, due to reduced cargo tonnages at these harbours, as a kraft paper mill at Chinteche is now no more to be considered.

No changes take place in Part II for the other all weather harbours and for the fair weather harbours. The harbour at Fort Johnston remains also as in Part I.

The reduced cargo tonnages at Chinteche and Liwonde will cause a reduction in the number of cargo berths to be constructed. - 42 -

2. REQUIRED NUMBER OF BERTHS IN HARBOUR

2.1 General Cargo Berths.

The detailed Design and Building Programme for the Lake Mala- wi and River Shire Transportation Project, Part II: Without Kraft Paper Mill of the General Report, Part II, is referred to.

The expected annual volumes of goods to be handled at the harbours are derived from Annex A, Table 34, Part II: Without Kraft Paper Mill. The tonnages are repeated in Table 13, column (3). The distribution of general cargo and cattle tonnages over the different harbours is the same as in Part I, Table 11.

On the basis of these data the handling of general cargo tonnages including cattle - at the three all weather harbours, at the lake, and of general cargo only at Liwonde - can be compiled at various times within the period under consideration, 1970 - 1990.

Assuming as in Part I: With Kraft Paper Mill, that 50, 000 ts of general cargo can be handled yearly per berth, the required number of berths in the different harbours at the different stages can be determined. The number of cargo berths for the harbours are given in the following figure (page 44): "Cargo Prognosis and Capacities for All Weather Harbours." Part II. As for Part I the estimated tonnage and the capacity of each harbour is illustrated at the various stages together with the necessary number of cargo berths. TABLE 13

Distribution of General Cargo on the Different All Weather Harbours. ('000 sh ts/year.)

General Cargo Karonga Chinteche Nkota Kota Liwonde Year Without cattle Cattle Total No.of No.of No. of No.of Tonnage Tonnage Tonnage berths berths berths be rth (1) (2) (3)=(1)+(Z)

mid 1972 90 17 107 19 ++) 47 41 107 1 1 1 2

1975 114 22 136 27 58 51 114 1 2 1 3

1980 158 28 186 39 80 67 158 1 2 2 4

1985 197 35 232 51 97 84 197 1 2 2 5

1990 235 42 277 61 116 100 235

+) General cargo tonnages - cattle not included.

++) Until Karonga is finalized in the beginning of 1975, the fair weather harbours of Nkhata Bay and Chilumba can together be considered as 1 cargo berth for the Northern Region.

...... - 44 -

KARONGA

Il-k-

CH INTECH E ! -7----

T NKOTA-KOTA-

LIWONDE

--I--LA -,C --- -

ESTIMATED QUANTITIES OF GENERAL CARGO FOR THE DIFFERENT HARBOURS.

APPROXIMATELY CAPACITY OF GENERAL CARGO FOR THE DIFFERENT HARBOURS.

THE FIGURES REFER TO NUMBER OF BERTH IN EACH PERIOD.

CARGO PROGNOSIS AND CAPACITIES FOR ALL WEATHER HARBOURS

PART 31 - 45 -

2.2 Oil Berths.

There is no change from Part I with regard to oil berths in the harbours. - 46 -

3. ESTIMATED CONSTRUCTION COSTS OF HARBOURS

The summary below shows the total estimated construction costs for the lake and river harbours. The dredging for the lake harbours is included, but not for the river harbours. The costs of the dredging of the river harbours are given in Annex B: Upper Shire River Navigation Channel. All prices are 1967 price level before devaluation.

Harbour Construction Costs - Preliminary Stage 1/7-69 to 1/7-70. a. Fair Weather Harbours. L

Chilumba 40, 000 Nkhata Bay 98, 000 Senga Oil Buoy 20, 000 Chipoka 67, 000 225, 000

Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 45, 000

Total Harbour Construction Costs - Preliminary Stage 270, 000 Harbour Construction Costs - 1st Stage - 1/7-70 - 1/7-72.

a. All Weather Harbours. f

Chinteche 330,000 Nkota Kota 360,000 690,000

b. Fair Weather Harbours.

Mlowe 23, 000 Ruarwe 21, 000 Usisya 26, 000 Likoma Island 5,000 75, 000

c. River Harbours.

Fort Johnston 65,000 Liwonde (excl. shipyard) 545,000 610,000 1,375, 000

Sundries, unforeseen, soundings,

soil inve stigation, de sign, super - vision, administration 20 per cent 275,000

Total Harbour Construction Costs - 1st Stage 1,659,000

Harbour Construction Costs - 2nd Stage - 1/7-72 - 1/1-75.

a. All Weather Harbours.

Karonga 395,000 Chinteche 100, 000 495, 000 b. River Harbours.

Liwonde 230, 000 725, 000

Sundries, unforeseen, sounding, soil inve stigation, design, super - vision, administration 20 per cent 145, 000

Total Harbour Construction Costs - 2nd Stage 870, 000 - 48 -

Harbour Construction Costs - 3rd Stage - 1/1-75 - 1/1-80. a. All Weather Harbours.

Nkota Kota 100, 000 b. River Harbours.

Liwonde 100, 000 200, 000

Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 40,000

Total Harbour Construction Costs - 3rd Stage 240, 000

Harbour Construction Costs - 4th Stage - 1/1-80 - 1/1-85. a. River Harbours.

Liwonde 100, 000

Sundries, unforeseen, soundings, soil inve stigation, design, super - vision, administration 20 per cent 20,000

Total Harbour Construction Costs - 4th Stage 120, 000 -49 -

Harbour Construction Costs. Preliminary Stage and 1st + 2nd + 3rd + 4th Stages.

Preliminary Stage 270, 000 1st Stage 1,650,000 2nd Stage 870, 000 3rd Stage 240, 000 4th Stage 120, 000

Total Harbour Construction Costs. Preliminary Stage + 1st + 2nd + 3rd + 4th Stages 3,150,000

Senga Harbour Construction Costs 2nd Stage - 1/7-72 - 1/1-75

Senga all weather harbour 410, 000

Sundries, unforeseen, soundings, soil investigation, design, supervision, administration 20 per cent 82, 000

Total Senga All Weather Harbour 492, 000 4 CH~A - KAPOmO ./% :! KARON

LAKE HARBOURS :

ALL WEATHER HARBOURS: RARWVE KORONGA HARBOUR DRWG. C 2

CHINTECHE HARBOUR DRWG. C 3.;..-----

NKOTA KOTA HARBOUR DRWG. C 4 M T

SENGA HARBOUR ORWG. C5 IKOMA ISLAND CHSUNULU ISLAND cuuVVA FAIR WEATHER HARBOURS:

CHILUMBA HARBOUR DRWG. C 6 0 MLOWE HARBOUR DRWG. C 7 KA$UG

RUARWE LANDING STAGE DRWG. Cs -C8'

USISYA LANDING STAGE DRWG. C 9 7 -< !A00WA- NKHATA BAY HARBOUR DRWG. C 10 '. ICiOt g LILONGWE CHIPOKA JETTY ORWG. C 11 '."

LIKOMA LANDING STAGE DRWG. C 12 A -

RIVER HARBOURS: p NCHE 6 ALAN FORT JOHNSTON HARBOUR DRWG. C13 LIWONDE HARBOUR DRWG. C14 0 m

7 TQEBLA IMBE MAJP -.eCHINWAWA

1* e.

SANJE

LEGEND:

R *ALL WEATHER HARBOURS

FAIR WEATHER HARBOURS GOVERNMENT OF MAI.AW I LAKE MALAWI AND UPPER SHIRE RIVER HARBOURS SCALI.E 1 4,OO.OJOO tRANSPORTATION PROJECT 24 LOCATION OF HARBOURS

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TRANSIT SHED 6S'6"N 984"

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LLW +15486 ~ ;~ IIIii~I~ B ,

~ e~4.cq,... ~... 0 + 1536'

RUN ~. . 0.0 'Fill

VERTICAL CROSS SECTION GABION HEAD

1:50 1 50 HORIZONTAL CROSS SECTION B - B 1:50 CROSS SECTION A-A 1:50

______n ~ 910 *1565 263" NOTE:

A i-j +1560 '6" THE GABION HEAD Is 82 FEET LONG.

HHW +1558'6" HEIGHTS IN FEET, DATUM: MEAN SEA U

______LLW+i54~6" GOVERNMENT O~ LAKE MALAWI AND UPPER SHIRE TIMBER BRIDGE AND GABION HEAD TRANSPORTATION PROJECT FAIR WEATHER LAKE HARBOURS 1:200 GABION SYSTEM KAMPMANN. KIERULFF & S

KAM PSAX CONSULTING ENGINEERS . C .f11111177HHW .1558'6 I .1560'6' -

AIiZi7LLW .1546'6" ~FENDER 8"x8"

SHIP

LLW .154.8'6"

CROSS SECTION A-A LONGITUDINAL SECTION 1 20 1:50

.1538 PLATE 15 x 300 mm I 13' -I B EVE1 nIL~kS1:11------ill' liii i'll rHi ri - -

*1527 L------J L------! L------I DOLPHIN CROSS SECTION B-B 1:50 1:20 CROSS SECTION C-C 1:50

HEIGHTS IN FEET, DATUM: MEAN SEA .1521' 6" RAMP CONSTRUCTION GOVERNMENT C LAKE MALAWI AND UPPER SHIRE TRANSPORTATION PROJECT DOLPHIN AND RAMP CONSTRUCTIO

KAM PSAX KAMPMANN. KIKRULFF &

CONSULTING RNgINKERS ----- .- 61>

'- ><~-*.~ 7. ~ 7/

~ ~ / ~5"~ /

I-' I,.' (41 ~/ I

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/\\/ / CHINTECHE HARBOUR SENGA HARBOUR MLOWE

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. -~ ~I / 'NY. / / '$4 -

-. 'ivj' & ~ / KARONGA HARBOUR NKOTA KOTA HARBOUR CHILUMBA HARBOUR NKATA B SOUNDINGS IN FATHOMS, DATUM:

1546' 6~ ABOVE MEAN SEA LEVEL. GOVERNMEN1

LEGEND: WIND OIRECTION LAKE MALAWI AND UPPER TRANSPORTATION PROJECT WAVELAKE HARBOURSDIFFRACTION CURVES

SCALE 1:5000 KAMPSAX KAMPMANN.KIEF CONSULTING KNOIN 10

Its 1

8 go

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