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Lake Malawi and Upper Shire Transportation Project

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Lake Malawi and Upper Shire Transportation Project THE WORLD BANK GROUP ARCHIVES PUBLIC DISCLOSURE AUTHORIZED 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 To cite materials from this archival folder, please follow the following format: [Descriptive name of item], [Folder Title], Folder ID [Folder ID], ISAD(G) Reference Code [Reference Code], [Each Level Label as applicable], World Bank Group Archives, Washington, D.C., United States. The records in this folder were created or received by The World Bank in the course of its business. The records that were created by the staff of The World Bank are subject to the Bank's copyright. Please refer to http://www.worldbank.org/terms-of-use-earchives for full copyright terms of use and disclaimers. THE WORLD BANK Washington, D.C. @ International Bank for Reconstruction and Development / International Development Association or The World Bank 1818 H Street NW Washington DC 20433 Telephone: 202-473-1000 Internet: www.worldbank.org PUBLIC DISCLOSURE AUTHORIZED .0G)f Ji11 3- U. 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 increas- ing 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 construc- tion 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 avail- able. 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 sufficient- ly 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 har- bour 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
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