GHANA PORTS AND HARBOURS AUTHORITY

Contents

Chapter 1 – Introduction 1

Chapter 2 – Facility Requirements at the Port of Takoradi 1

2.1 Bulk Facilities 1

2.1.1 Ghana Cement Company (GHACEM) Needs 2 2.1.2 Bauxite Export Facilities 5 2.1.3 Manganese Ore 7 2.1.4 Other Dry Bulk 7 2.2 Container Facility Requirements 8

2.3 Oil Services Requirements 10

2.4 Other Cargoes 11

Chapter 3 – Physical Conditions at the Port of Takoradi 13

3.1 Physical Environment 13

3.2 Metrological Conditions 13

3.3 Temperature 13

3.4 Hydrographic Conditions 16

3.4.1 Geological & Geotechnical conditions 20 3.4.2 Seismic Condition (FROM JICA) 22 3.4.3 Site Investigation by Boskalis International BV (1992) 29 3.5 Existing Port Facilities 39

3.5.1 Introduction 39 3.5.2 General Description 39 3.5.3 Waterfront Structures 41 3.5.4 Existing Conditions 42 3.5.5 Conclusions and Recommended Actions 85 GHANA PORTS AND HARBOURS AUTHORITY

3.5.6 Assessment of Dry Bulk Facilities at the Port of Takoradi, Ghana 88

Chapter 4 – Develop Master Plan for Port of Takoradi 112

4.1 Preliminary alternatives options 112

4.1.1 Option A 116 4.1.2 Option B 116 4.1.3 Option C 117 4.1.4 Recommendation for Container Yard Development 119 4.2 Recommended Master Plan for 2028 119

4.3 Staging of the Master Plan 120

Chapter 5 - Facilities Engineering & Cost Development 123

5.1 Wharf Structures 123

5.2 Breakwater & Revetments 123

5.3 Landfill 126

5.4 Geotechnical Field Surveys 129

5.5 Preliminary Design Criteria 131

5.5.1 Concrete Block 132 5.5.2 Pile-Supported Platform 134 5.5.3 Precast Concrete Caisson 135 5.5.4 Evaluation of Concepts 137 5.5.5 Fuel Bunkering 137 5.6 Preliminary Cost Estimates 137

5.7 Offsite Road Improvements 143

5.7.1 Landside Access 143 5.7.2 Major Assumptions 143 5.7.3 Methodology 144 5.7.4 Conclusions 146 5.8 Rail Improvements 146

5.9 Electrical Supply 146

Chapter 6 – Implementation Planning 148

6.1 Bulk berths 148

6.2 Container Facilities 149

6.2.1 CONTAINER YARD CAPACITY ANALYSIS 150 GHANA PORTS AND HARBOURS AUTHORITY

6.3 Oil Services Facilities 155

6.4 Other Port Facilities 155

6.5 Key Success Factors 155

Chapter 7 – Environmental Impact Analyses 157

7.1 Background 157

7.1.1 Port of Takoradi 157 7.2 Project Objectives and Justification 158

7.2.1 Overview and Justification of the Project 158 7.2.2 Port of Takoradi 159 7.3 Purpose and Objectives of the Preliminary Environmental Assessment 160

7.4 Legal and Regulatory Requirements 160

7.4.1 Environmental Protection Agency Act 1994 161 7.4.2 Environmental Assessment Regulations 1999 161 7.4.3 Environmental Assessment (Amendment) Regulations 2002 161 7.4.4 Ghana Maritime Authority Act 2002, Act 630 162 7.4.5 Ghana Shipping Act 2002, Act 645 162 7.4.6 Ghana Ports and Harbors Authority Law 1986, PNDC Law 160 162 7.5 Takoradi Port 163

7.6 Project Life Cycle 165

7.6.1 Construction Phase 165 7.6.2 Operation Phase 166 7.6.3 Termination/Decommissioning Phase 166 7.7 Baseline Data and Assessment Methodology 166

7.7.1 Existing Environmental Data and Information 166 7.7.2 Land Use 166 7.7.3 Water Uses 170 7.7.4 Socio-economic Environment 170 7.7.5 Cultural Heritage and Archaeology 172 7.7.6 Traffic and Transport 172 7.7.7 Geology and Hydrogeology 173 7.7.8 Coastal Processes and Sediment Transport 175 7.7.9 Water and Sediment Quality 176 7.7.10 Marine and Terrestrial Ecology 176 7.7.11 Fisheries Resources 178 GHANA PORTS AND HARBOURS AUTHORITY

7.7.12 Air Quality 179 7.7.13 Noise 180 7.7.14 Landscape and Visual Aspects 180 7.7.15 Identified Environmental Data Gaps 181 7.8 Assessment Methodology 181

7.8.1 Method used in Assessment 181 7.8.2 Consultations 182 7.9 Assessment of Environmental Impacts 183

7.9.1 Land Uses 183 7.9.2 Water Uses 183 7.9.3 Socio-economic Impacts 184 7.9.4 Traffic and Transport 184 7.9.5 Geology and Hydrogeology 184 7.9.6 Coastal Processes and Sediment Transport 184 7.9.7 Water and Sediment Quality 185 7.9.8 Marine and Terrestrial Ecology 185 7.9.9 Fisheries Resources 186 7.9.10 Air Quality 186 7.9.11 Noise 187 7.9.12 Visual aspects 187 7.10 Impact Mitigation and Amelioration 187

7.10.1 Land Uses 187 7.10.2 Water Uses 188 7.10.3 Socio-economic Impacts 188 7.10.4 Traffic and Transport 188 7.10.5 Geology and Hydrogeology 188 7.10.6 Coastal Processes and Sediment Transport 189 7.10.7 Water and Sediment Quality 189 7.10.8 Marine and Terrestrial Ecology 189 7.10.9 Fisheries Resources 190 7.10.10 Air Quality 190 7.10.11 Noise 190 7.10.12 Visual aspects 190 7.11 Provisional Environmental Management Plan 190

7.11.1 Environmental Monitoring 190 7.11.2 Environmental Management Strategy 191 GHANA PORTS AND HARBOURS AUTHORITY

7.11.3 Reporting 191 7.11.4 Environmental Management Plan 192 7.12 Conclusion 192

Chapter 8 – Financial & Economic Impact Analyses 192

8.1 Commodity Flows 192

8.2 Port Redevelopment Characteristics and Economic Impacts 193

8.3 Vessel Sizes at the Port of Takoradi 193

8.4 Economic Feasibility Analysis 195

8.4.1 Data Inputs to the Analysis 196 8.4.2 Results of the Economic Calculations 200 8.4.3 Economic Feasibility and Potential Risk Factors 206 8.4.4 Privatized Project Financing Parameters 207 8.5 Key Assumptions 207

8.5.1 Financial Feasibility Results 208 8.6 Risk Issues and Risk Assessment 208

8.7 Sensitivity Tests 210

8.8 Conclusions 211

Chapter 9 – Developmental Impact Analyses 213

9.1 Economic Impact Analysis for the Proposed Takoradi Port Development 213

9.2 The Source of Economic Impacts 213

9.3 Analytical Approach 214

9.4 Direct and Secondary Impacts Estimation 216

9.4.1 Overview of Requirements Tables 216 9.4.2 Analytical Assumptions for Takoradi 218 9.4.3 Impact of Port Operations 219

Chapter 10 - Concession/Franchise Recommendations 221

10.1 Fixed and Variable Payments 222

10.2 Limitation of Operations 222

10.3 Repairs, Improvements, and Investments 223

10.4 Audits 223

10.5 Condition of Leased Premises 223 GHANA PORTS AND HARBOURS AUTHORITY

10.6 Lessee Rates and Charges 223

10.7 Default 224

10.8 Force Majeure 224

10.9 Lease Termination 224

10.10 Access to Leased Premises 224

10.11 The Model Lease 224

Appendix A Draft Specification of Soils Boring Program 226

Appendix B West African Gas Pipeline Project Geotechnical Survey 217

Appendix C Opportunities for US Companies 222

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Illustrations

Figures:

Figure 2-1 Takoradi Port Facility Plan Figure 3-1 Speed of Offshore Guinea Current (July, August, and September) Figure 3-2 Extent of Guinea Current Figure 3-3 Expansion Plan Boreholes Figure 3-4 Boring Location Plan of Tk-1 and Tk-2 (Jica 2002) Figure 3-5 Boring Location Plan of Borings Bh-1 thru Bh-8 (1 thru 8 on Map) (Boskalis, 1992)(3) Figure 3-6 Variation of Point Load Index (ls50) vs. Elevation Figure 3-7 Variation of Unconfined Compressive Strength (UCS) vs. Elevation. Figure 3-8 Variation of Fissure Index (FI) vs. Elevation. Figure 3-9 Variation of Weathering Index (FI) vs. Elevation Figure 3-10 Summary Plot of UCS Test Results vs. Elevation for the 3 Site Investigations. Figure 3-11 Takoradi Port Facility Plan Figure 3-12 Berths 1, 2, and 3: Typical Section Figure 3-13 General view of Berth 1 (Manganese Ore Berth), south elevation. Figure 3-14 Berth 1. Moderate deterioration of concrete and shotcrete repairs at the underside of the deck. Figure 3-15 Berth 1. Minor mechanical damage along face of the berth. Figure 3-16 Berth 1. Severely damaged fender system. Figure 3-17 General view of Berth 2, south elevation. Figure 3-18 Berth 2. Minor mechanical damage at concrete cope. Figure 3-19 Berth 2. Severe damage to rubber arch fenders. Figure 3-20 Berths 4, 5, and 6: Typical Section Figure 3-21 General view of Berth 5, south elevation. Figure 3-22 Berth 4. Minor cracking and mechanical damage in concrete. Figure 3-23 Berth 6. Rubber tire fenders. Figure 3-24 General view of Pontoon Berth, east elevation. Figure 3-25 General view of the Tug Berth, south elevation. Figure 3-26 General view of the Coal Wharf, south elevation. Figure 3-27 Coal Wharf. Severely damaged and broken concrete piles. Figure 3-28 Coal Wharf. Settlement of Concrete Deck. Figure 3-29 Coal Wharf. Rubber tire fenders. Figure 3-30 General view of the Copra Wharf, east elevation. Figure 3-31 General view of West Lighter Wharf, east elevation. Figure 3-32 West Lighter Wharf (North), Typical Section Figure 3-33 View of north end of West Lighter Wharf, east elevation. Figure 3-34 West Lighter Wharf (South) Typical Section Figure 3-35 View of southern end of West Lighter Wharf, east elevation. GHANA PORTS AND HARBOURS AUTHORITY

Figure 3-36 West Lighter Wharf, south end. Typical condition of concrete deck and undermining of rear beam footing. Figure 3-37 General view of North Log Wharf, north elevation. Figure 3-38 North Log Wharf, West end. Typical condition of concrete wall. Figure 3-39 North Log Wharf, East end. Minor damage to concrete wall at bauxite barge berth. Figure 3-40 North Log Wharf, Northeast. Separation at vertical joint in concrete wall. Figure 3-41 General view of Dock 1. Figure 3-42 Dock 1, North wall. Typical condition of concrete wall. Figure 3-43 Dock 1, West wall. Deterioration of concrete wall at inshore of dock. Figure 3-44 General View of Timber Dock. Figure 3-45 Timber Dock, North side. Typical condition of concrete wall and timber fender system. Figure 3-46 Timber Dock, Northeast. Minor deterioration of concrete wall. Figure 3-47 Timber Dock, North wall. Settlement of concrete behind concrete wall. Figure 3-48 View of Dredge Platform, northeast elevation. Figure 3-49 Dredge Platform, typical damage to concrete walls. Figure 3-50 Dredge Platform, Northeast corner. Displacement of gravity wall as evidenced by separation of joints. Figure 3-51 Dredge Platform, Northeast Corner. Displacement of gravity wall. Figure 3-52 General View of Slipway. Figure 3-53 General view of Drydock. Figure 3-54 General view of Old Bauxite Berth, northwest elevation. Figure 3-55 General view of Oil Berth, north elevation. Figure 3-56 General view of Clinker Jetty, south elevation. Figure 3-57 Clinker Jetty. View of active (inshore) portion of structure. Figure 3-58 Clinker Jetty. View of inactive (offshore) portion of structure. Figure 3-59 Clinker Jetty. Typical minor damage along berthing face. Figure 3-60 Clinker Jetty. Concrete rehabilitation along berthing area. Figure 3-61 Clinker Jetty. Recently repaired timber fenders. Figure 3-62 General view of Main Breakwater, seaward side. Figure 3-63 Main Breakwater. General condition of access roadway and concrete block wave wall. Figure 3-64 Main Breakwater, leeward side. Settlement of rock armor due to wave overtopping. Figure 3-65 Main Breakwater. Loss of stone armor at head of breakwater along leeward side. Figure 3-66 General view of Lee Breakwater, seaward side. Figure 3-67 Lee Breakwater. Displacement of stones at head of breakwater. Figure 3-68 Bauxite Train Figure 3-69 Bauxite Rotary Wagon Dumper Figure 3-70 Damaged Apron Feeder Figure 3-71 Truck Access to Receiving Hopper Figure 3-72 Bauxite Stockpiling System Figure 3-73 Fixed Stacker Figure 3-74 “Rear” of the Inclined Wall & Supports GHANA PORTS AND HARBOURS AUTHORITY

Figure 3-75 Surge/Weigh Bin Figure 3-76 Clinker Spillage on Conveyor No. 5 Figure 3-77 Bauxite Barge Loader Figure 3-78 Clinker Unloader Figure 3-79 Barge Unloader Grab Bucket Discharging into the Jetty Receiving Hopper Figure 3-80 Clinker Discharge into the Jetty Receiving Hopper Figure 3-81 Clinker Storage Building Figure 3-82 Clinker Spillage at the Clinker Storage Building Figure 3-83 View of the Ladder Track Train Receiving and Storage Area Figure 3-84 View of Rail Wagons and Pay loader used to reclaim Manganese from the Stockpile Figure 3-85 Rotary Rail Dumper and Counterweight Tower Figure 3-86 New Combination Stack/Loader that is parked in the Stacking Position Figure 3-87 Traveling Reclaim Hopper with a Belt Feeder Figure 3-88 Dock Area with the Elevated Combination Stacker/Loader Figure 3-89 View beneath the “Bulged” Structure for the Elevated Combination Stacker/Loader Figure 3-90 Holes Observed in Main Support Beams for the Structure Supporting the Combination Stacker/Loader Figure 4-1 Expansion Plan Alt. 1 Figure 4-2 Expansion Plan Alt. 2 Figure 4-3 Expansion Plan Alt. 3 Figure 4-4 Proposed Expansion Plan Figure 5-1 Breakwater Extension Figure 5-2 Expansion Plan Reclamation and Dredging Plan Figure 5-3 Expansion Plan Boreholes Figure 5-4 Concrete Block Quay wall Figure 5-5 Pile-Supported Platform Quay wall Figure 5-6 Concrete Caisson Quay wall Figure 5-7 Proposed Expansion Plan Roadway Figure 5-8 Electrical Layout Figure 6-1 Container Layout Figure 7-1 Layout of Port of Takoradi Figure 7-2 Land use map for the broader Sekondi-Takoradi area Figure 7-3 Activities along the Butua Lagoon and adjoining beach Figure 7-4 Shots of Takoradi Port, bauxite storage facility in the foreground, (L-R) Slaughter house at New Takoradi, Canoe bay and air pollution from slaughter house. Figure 7-5 Geologic maps of Sekondi and Takoradi Figure 7-6 The flat intertidal rocky platforms characteristic of the Takoradi area Figure 7-7 Albert Bosomtwe-Sam Fishing harbor (ESL Consulting, 2008) Figure 9-1 Input-Output Model Process

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Tables:

Table 2-1 Best-Estimate Projections for Bulk Imports, Takoradi Port (in thousand tones) Table 3-1 The Monthly Average Temperatures - Takoradi Table 3-2 Relative Humidity Data for Takoradi Table 3-3 Monthly Rainfall – Takoradi Table 3-4 Monthly Average Wind Speed and Direction (1973-99) – Takoradi Table 3-5 Tide Levels of Takoradi Port Table 3-6 The Frequency Distribution of Wave at offshore of Ghana (1960-2000) Table 3-7 Major Earthquakes on Ghana Table 3-8 Summary of Borehole Information - Takoradi Site Investigation by Fugro (2006)(1) Table 3-9 Summary of Takoradi Site Investigation UCS of the Rock Cores Based on UCS Test Results by Fugro (2006)(1) Table 3-10 Summary of Takoradi Site Investigation UCS Based on Point Load Test Results. (UCS > 30mpa) by Fugro (2006) (1) Table 3-11 Summary of Boring Information - Jica (2002)(4) Table 3-12 Summary of Boring Information – Boskalis (1992) (3) Table 3-13 Summary of Rock Core Data – Boskalis (1992) (3) Table 3-14 Takoradi Port Existing Condition Summary Table 3-15 Takoradi Port Waterfront Facilities Table 3-16 Takoradi Port Existing Condition Summary, Inner Harbour Table 3-17 Takoradi Port Existing Condition Summary, Outer Harbour Table 3-18 Takoradi Port Condition Summary, Breakwaters Table 3-19 Summary of Recommended Actions Table 4-1 New Berth Requirements Table 4-2 Construction Costs Table 5-1 Breakwater Quantities (13 m depth) Table 6-1 Terminal Layout: Total Grounded Slots Table 6-2 Terminal Layout: Maximum Layout Alternatives Analysis Table 6-3 Terminal Layout: Effective Layout Alternatives Analysis Table 6-4 Terminal Layout: Effective Capacity over the Quay (14 Day Dwell Time) Table 6-5 Terminal Layout: Effective Capacity over the Quay (10 Day Dwell Time) Table 6-6 Terminal Layout: Effective Capacity over the Quay (7 Day Dwell Time) Table 7-1 Description of berths Table 7-2 Description of buoys Table 7-3 Fishing Vessels Table 7-4 Fishing Personnel Table 7-5 Dust emission measurements at Ghacem (1996) Table 8-1 Ship Operating Costs Table 8-2 Bauxite- Canada Savings GHANA PORTS AND HARBOURS AUTHORITY

Table 8-3 Bauxite- Greece Savings Table 8-4 Bauxite Germany Savings Table 8-5 Manganese Ore Savings Table 8-6 Clinker Savings Table 8-7 Container Handling Savings Table 8-8 Sensitivity Analysis Table 9-1 Total Requirement Table for a Sample of Sectors Table 9-2 Estimated generic economic impacts by construction option

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Chapter 1 – Introduction

This report constitutes the activities conducted as described in our proposal for the development of a master plan for the port of Takoradi. It begins with an extensive review of the facilities in the port. Specific emphasis is placed on the handling of the principal cargoes in the port; Manganese Ore, bauxite, and clinker.

Task 1 developed the long range forecast for cargo volume used for the basis of this report in the identification of the number of berth, the cargo handling areas, and the water depths necessary to meet the projections. The principle benefits from the implementation of the mater plan is the elimination of the lightering operations at Tema, the ability to dock and work larger vessels, increase in container cargo security within the port, and the efficiencies of cargo handling.

The master plan presents recommendations to expand the port by adding new berths and additional storage areas. Preliminary environmental analyses are presented herein. The proposed expansion is analyzed from both the financial and economical perspectives.

In addition to the benefits listed above and due to the recent development of offshore petroleum fields offshore Ghana, the master plan includes provisions for servicing the new offshore petroleum industry. Services such as oil facilities could be developed within the port of Takoradi.

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Chapter 2 – Facility Requirements at the Port of Takoradi

2.1 Bulk Facilities

The Port of Takoradi major operation is in the dry bulk market. Manganese Ore and Bauxite Ore Companies have specialized facilities in the port dedicated to their export of manganese ore and bauxite, and for the import of clinker and other cement raw materials. In addition, small quantities of grain and flour are imported and some coca beans are exported.

Despite efforts to improve all three major bulk operations, they still suffer from high operating costs in the port of Takoradi. Certain capital expenditures will be proposed within this report intended to improve the economics or handling bulk cargo in the port of Takoradi.

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Figure 2-1 Takoradi Port Facility Plan

2.1.1 GHANA CEMENT COMPANY (GHACEM) NEEDS The Ghana Cement Company (GHACEM) imports clinker, cement, and other dry bulk raw materials from their parent company’s facilities in Indonesia.

As determined in task one, GHACEM is projecting an increase in the importation of clinker and other cement raw materials at Takoradi over the forecast period until 2028. Currently GHACEM receives raw materials from vessels loaded to specifically meet the Port of Takoradi current port draft limits. These vessels are generally not fully loaded to their capacity because the Port is not able accommodate them at the existing berths. The fully laden vessels are required to moor to buoys in the eastern end of the harbor basin where they perform lightering operations transferring cargo to barges using shipboard equipment. The barges are then towed to a dedicated discharge facility located outside the lee breakwater (Clinker Jetty, see Fig. 2-1). A grab barge un-loader removes the material

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from the barges and places it on a conveyor system that transfers the material at a rate of approximately 500 tons per hour to a storage facility at the GHACEM property.

Upon completion of the partial discharge at the Port of Takoradi, the vessels proceed to Tema where they complete their discharge.

The Port of Tema has plans to deepen the port to 12 meters. Once the port has been deepened it is likely the GHACEM vessels will change rotation calling Tema first then proceed to Takoradi. However, it is not anticipated that the operations in Takoradi will change as a result.

GHACEM operates a covered indoor storage facility in Takoradi that can hold up to 40,000 tonnes of clinker. A facility such as GHACEM should be able to accommodate three times the maximum parcel normally received. Currently GHACEM receives on the order of 20,000-40,000 tons per call. This would require a minimum storage area of 60,000-120,000 tons to properly and efficiently handle the material.

Being required to “double handle” the imported materials into barges and subsequently unloading the barges at the designated facility increases the cost of operations to GHACEM in the port of Takoradi. The projected quantities and materials that GHACEM will import are given below in Table 2-1. This is a copy of Table 3.10 developed in Task 1.

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Table 2-1 Best-Estimate Projections for Bulk Imports, Takoradi Port (in thousand tones)

Clinker and Year Limestone Wheat Total 2008 730 120 850 2009 774 128 902 2010 820 136 956 2011 869 145 1014 2012 922 154 1076 2013 977 164 1141 2014 1036 175 1211 2015 1118 189 1307 2016 1208 204 1412 2017 1304 221 1525 2018 1409 238 1647 2019 1522 257 1779 2020 1643 278 1921 2021 1808 300 2108 2022 1988 324 2312 2023 2187 350 2537 2024 2406 378 2784 2025 2646 408 3055 2026 2911 441 3352 2027 3202 476 3678 2028 3522 514 4037

Note: Annual growth rate assumptions: Clinker, 2008-2015 = 6%; 2016-2020 = 8%; 2021-2028= 10%; Wheat, 2008-2014= 6.5%; 2015-2028= 8%

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GHACEM imports all their raw materials from the parent company’s facility in Indonesia. Because of the distance from the supplier in Indonesia transporting the cargo in small vessels have an impact the earning potential of GHACEM. Better economies of scale can be achieved if larger more efficient vessels are utilized. These issues are cover in detail in the financial and economical feasibility sections of this report.

It will be more efficient for GHACEM to use the largest capacity vessels taking physical limitations in Ghana and Indonesia into consideration. There is a possibility that the physical limitations in Indonesia may be the limiting factor as to the size of vessel that may put into service in the future. It should be noted that the vessels going to Ghana are geared, i.e. able to discharge and load using only their own equipment. Therefore, if there are limitations in Indonesia at the existing facilities a barge lightering operation similar to the one currently used in Takoradi may be employed to finish loading the vessel. This would permit the use of larger ships beyond the berth capacity alongside in Indonesia. Additionally, the possibility exists that improvements in Indonesia may be carried out during the forecast period further improving the long term economics of the proposed improvements. As a result, berth limitations in Indonesia were not considered in this report. .

The project to deepen would permit fully loaded vessels of approximately 55,000 DWT to enter Tema at high tide and remain at berth at all times during the tidal cycle.

To attract larger more economical size vessels (PANAMAX approximately 80,000 DWT) to the Port of Takoradi it will be important to increase the storage capacity at the port. Therefore, a new berth is proposed which will be dedicated to clinker and other cement raw materials. In addition, it is proposed to increase the storage of cement raw materials to a total of 100,000 tonnes of clinker and cement raw materials by adding an additional 60,000 tonnes of storage at the proposed new berth.

This new facility will have two distinct benefits: First, by increasing the vessel size to 80,000 DWT the freight rate charged per ton moved should come down. Secondly, the cost of lightering will be eliminated further increasing the network savings.

2.1.2 BAUXITE EXPORT FACILITIES Ghana exports bauxite to three major destinations:

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• Canada • Germany • Greece

In addition to the limitations for imports, the Port also has restrictions of the size of vessels that can work in the foreign ports listed above. Exports are currently carried on 20,000-40,000 DWT vessels. All three destinations have limitations on the size of vessels they can receive. Germany and Greece can receive approximately 45,000 DWT vessels while Canada can only receive 20,000 DWT vessels. The Canadian destination is on a side river off of the St. Lawrence River. The water depth limits the size of vessel that can go to Canada. Therefore, it is not possible to send bauxite to Canada in bigger vessels beyond what is currently being utilized today.

Unfortunately given the restrictions at the port of designation, it appears that the size of Bauxite ships cannot be increased. However there are significant network operational cost savings by eliminating the lightering operation.

In Task 1, the bauxite export volume was not predicted to increase. However from discussions with the Bauxite Companies, it became evident that Ghana is considered an “alternative” supplier of bauxite. Whenever bauxite exports goes up because another supplier has difficulty supplying the product or the delivered costs of Ghanaian bauxite becomes more economical to supply, the port is called upon to take up the slack in volume.

The bauxite company relies almost entirely upon the railroad network for the transport of bauxite to port. Delays and or service interruptions, such as strikes, has a significant impact on the Bauxite Companies service. Any delay in the inland transportation significantly impacts the cost of Ghanaian bauxite. If the Aluminum companies switch to other suppliers they could effectively shut production in Ghana until inland transportation issues are resolved. To meet commitments trucks are used to transport bauxite from the mine to the port Ghanaian Bauxite Company but it impacts the cost and the delivery schedule.

Therefore, the Port needs to have a berth primarily dedicated to bauxite which can cope with large fluctuations in volume of bauxite export.

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2.1.3 MANGANESE ORE The Manganese Ore facility in Takoradi is dedicated exclusively to Manganese Ore. It is a very efficient facility. Material is stock piled behind the wharf with a capacity of 30,000 tonnes. This stock pile can be re-handled with front end loaders to the existing railroad car dumper. From there the product moves via conveyed to the ship loader.

The Ship Loader currently on dock at the port has an air draft restriction. Certain vessels that arrive in ballast can not be worked with the Ship Loader. Similar to the lightering operations, the vessel will need to take cargo outside until she is low enough to allow the ship loader free access to the vessel. At that point the off-dock loading operations are discontinued and the ship the proceeds to the berth to complete loading operations.

The Manganese Ore Company currently exports exclusively to the Ukraine. The Ukraine mixes the Ghana Ore with their own ore to improve the Ukraine specifications for re-sale as Ukraine Ore. The Manganese Ore is delivered to the Port of Yuzny in vessels with a capacity of approximately 45,000 DWT. The air draft restrictions in Ghana limit vessel size 25,000 DWT, again impacting the economics of delivery of Ore to Ukraine.

The Manganese Ore Company is continued to slowly improve their facilities in Takoradi. In the process they will certainly upgrade the ship loaders to eliminate the air draft restrictions. However, the condition of the berth currently being utilized by the Manganese Ore Company is poor condition according to a report presented by a Dutch firm, Delta-marine, in 2004. According to the report collapse of the Manganese Ore berth may be imminent. Therefore to ensure continued safe operations in the port the cargo either needs to be relocated or major infrastructure repairs need to be made. The master plan does present an alternative to relocate the Manganese Ore facility. This allows for the increase of Manganese Ore stock piling next to the berth from 30,000 tonnes to 100,000 tonnes. In addition, it opens up the opportunity to increase the ship size that can be effectively handled to 45,000 DWT.

2.1.4 OTHER DRY BULK In addition to the commodities mentioned above, the port imports wheat by the flour mill and cocoa beans exported by the Ghana Cocoa Board.

The wheat is discharged from the vessel directly into trucks and taken to the flour mill facilities within the port. The imported quantity is generally small with approximately

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120,000 tons a year received (see Table 2-1). The storage facility at the flour mill is very limited only being able to handle a small quantity at any one time. Therefore, there is no economic justification for making a more efficient transfer facility between the wharf and the flour mill. There is also no economical or financial justification for building a dedicated facility.

Cocoa beans are loaded into bulk vessels by portable equipment erected along side specifically for each vessel call. These units receive the cocoa beans in bulk. Even thought there is a trend to load this cargo into containers for export and there is a trend for Ghana itself to processes the beans, we believe that the existing system is the most efficient under the present circumstances and that there is no economical or operational reason to change or to install a dedicated bulk cocoa bean export facility.

2.2 Container Facility Requirements

The current process for handling containers at the port of Takoradi is based upon a first come first serve basis with vessels docking at the next available berth upon arrival. The port of Takoradi has no container cranes requiring all container vessels to work with their own gear to discharge and load the containers. Currently the containers are stored in unutilized areas within the port.

There are two main observations that need to be addressed:

• Production, on a gross moves per hour basis, of containers to and from the vessels is slow. In most cases less than 10 TEU per hour per crane. Significantly less than industry standard production with vessels gear; which could be as high at 20 TEU per hour per crane. • The current storage process for containers is not secure. Theft of goods and the potential to introduce contraband into the containers is a significant issue.

The development of a productive and secure container transfer and storage facility is necessary. In the preliminary evaluation stage of this project, an off-site container yard was considered but not developed further due to the lack of feedback. This option is not in the Master Plan.

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With container volume forecasts for Takoradi peaking at 360,000 TEU/year in 2028, an enhanced transfer and storage facility that will increase capability can be introduced in Takoradi. The volume forecast in year 2028 only requires a single berth of 300 meters long. However, for the entire forecast period only geared vessels are necessary in Takoradi. Notwithstanding, it is proposed that the port be equipped with a single gantry crane for containers. Because geared vessels are still required in the port a second gantry crane for redundancy is not necessary. If cargo volumes and vessel calls warrant, a second crane could be installed.

In consideration of working the clinker vessels, it is proposed that the acquisition of a crane that can handle both clinker and container vessels should be considered. Adding an additional crane will benefit the port in two ways. It will increase the transfer rate of containers to and from the vessels and it will increase the transfer rate of clinker and cement raw materials imported from dry bulk vessels. The crane will be equipped so that the dry bulk material can be efficiently transferred to the adjacent storage building for clinker. In the future as cargo traffic increases, additional cranes can be added to the container berth benefiting both containers and clinker products.

The plan envisions a container storage yard immediately behind the container berth. Productivity and efficiency of operations is dependent upon the speed upon which you transfer cargo to and from the vessel. Having the cargo close behind the cranes will increase up the horizontal transportation process of containers whereby increasing vessel production and decreasing vessel port times. In addition to the benefits in production and throughput, reconfiguring the terminal and fencing in the area improves the security level reducing the risks for theft and the placement of contraband. This plan makes it possible to achieve the highest level of security while enhancing production and improving vessel turn times.

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2.3 Oil Services Requirements

The recent discovery of oil in deep water offshore Ghana represents and opportunity to create the infrastructure to support the production of petroleum. Currently the services required by the oil companies are being provided by existing oil services facilities in Abidjan.

Takoradi is the closest commercial port to the new oil discovery area. Consequently, offering these services directly out of the port would benefit the port as well as the oil industry. Today, two companies have already leased facilities in the port to support the offshore oil activity. Why not take advantage of the opportunity and develop the services and benefit from its revenue.

It is estimated that offshore oil production is currently running at approximately 250,000 barrels per day and has the potential to reach 500,000 barrels per day by 2015. There are many factors affecting the service levels potentially required by the oil industry, many of which are unknown during this report. How much shore support is required to sustain the current and future level of production is unknown at this time.

The offshore production facilities will have a complement of workers. These workers need to be rotated for rest and recreation. The rotation may take place in helicopters or by supply ship. In addition, the workers offshore need to be clothed and fed. They will need tools, spare parts, lubricants, and other chemicals. All these needs are typically supplied by boat from a nearby oil services harbor.

The largest oil services harbor in the world is Port Fourchon in Louisiana, USA. This port has approximately 250 hectares of land that is dedicated to oil services activities and approximately 8 km of berths for the same purpose. Port Fourchon services approximately 600 offshore platforms within a range of 50 nautical miles. The oil production from the 600 platforms is approximately 3 times the peak projected production in Ghana

The existing discoveries will probably involve two or three production vessels. So called floating, production, storage, and offloading vessels (FPSO) may be employed. Each FPSO is manned with a crew of approximately 100 persons. In the Gulf of Mexico many of the platforms that are serviced from Port Fourchon are not manned. In addition to the

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production of crude oil, these rigs also produce a significant amount of natural gas that is distributed in the USA. The production of natural gas is roughly the same as the production of crude oil on an equivalent energy basis.

An attempt could be made to make an estimate of the area and level of service facilities required in Ghana based on proportionally dividing the area and length of Port Fourchon. An additional analysis can be made using the number of wells that are serviced from Port Fourchon and evaluate that information for the development of Ghana. Unfortunately, none of the calculations can furnish a reliable number for the development required in Ghana. Assuming that the gas and oil production have equal weight, one could conclude that a production of 100,000 bpd would require a support area of 8 hectares and a length of wharf of approximately 600 meters. In the case of Ghana this would result in an area requirement of 40 hectares and a wharf length of 3000 meters.

One could make the same calculation on the basis of the number of wells assuming a total number of wells offshore Ghana is around 30. On this basis the required facilities are much smaller.

A few years ago, Halcrow examined the oil services port required on Sakhalin Island, Russia to support the offshore production by ExxonMobil. This production was predicted to be 450,000 barrels per day. The oil port required 17 hectares of operations land area and 800m of wharf space. It is noted that the order of magnitude is similar to what is calculated based on the Port Fourchon experience.

In Port Fourchon the water depths vary between 6 meters and 8 meters at the berths. The vessels that shuttle back and forth between the platforms offshore and the port typically have drafts of 4 to 5 meters. Some of the largest construction vessels have drafts up to 7 meters. In consequence, since it is not anticipated that large construction vessels will be based in Takoradi it should be sufficient for almost all oil services berths in Takoradi to have a water depth relative to the nautical chart datum of approximately 5 meters.

2.4 Other Cargoes

The Port of Takoradi handles a range of break bulk cargos such as cocoa beans and rice in sacks, mining equipment, and various vehicles. The plan assumes this traffic will be accommodated at the existing berths inside the port basin including at the rehabilitated

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Manganese Ore berth. In addition, the importation of wheat will continue to take place in bulk inside the existing port basin. The importation of wheat is the only traffic that is anticipated to significantly increase during the forecast period. The master plan does not contain a provision for increasing the efficiency of handling the wheat.

Because of the limited quantity of storage available at the flour mill, it would not be prudent to consider a dedicated bulk handling facilities for flour without a significant increase in the storage capacity for the wheat. No provision is included in the plan for such development, however, it is noted that space would likely be available for such development should the flour mill desire to undertake such an investment.

Petroleum products are handled at a dedicated facility and are imported for local distribution. However, the master plan would eliminate this facility. In order to continue to import petroleum products the dry bulk wharves will have provisions to transfer product by pipeline to the petroleum storage depot. The system would be equipped with recessed manifolds allowing arriving petroleum tankers to occupy any available dry bulk wharf.

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Chapter 3 – Physical Conditions at the Port of Takoradi

3.1 Physical Environment

The description of the physical environment has been obtained through existing reports and publications. No field campaigns were made. The conditions of the facilities in the port were obtained from existing reports and walk-through inspections carried out in April 2008 and June 2008.

3.2 Metrological Conditions

The Takoradi area is one of the moderate rainfall areas in Ghana. The main rainy season is in May and June, followed by a late minor rainy season lasting from October to November. The dry season lasts from December through March.

Details of data on Temperature, Relative Humidity, Rainfall and Wind are presented in the following sections.

3.3 Temperature

The hottest periods of the year in Takoradi are in the months of February and March, where daytime temperatures can reach up to 35°C. This period proceeds the minor rainy season. The mean monthly temperature during this time is 29°C. July and August are relatively cooler months with an average mean temperature of 26°C.

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Table 3-1 The Monthly Average Temperatures - Takoradi (Unit:OC) YEAR JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC AV 61-97 26.6 27.7 27.7 27.7 27.3 26.4 25.2 24.9 25.3 26.0 26.8 26.8 26.5 1998 27.6 28.9 29.5 29.3 28.0 26.9 25.7 25.0 25.8 26.7 28.0 27.8 27.4 1999 27.5 27.5 28.0 27.9 27.6 26.9 25.8 24.8 25.2 25.8 27.0 27.7 26.8 2000 27.0 27.5 28.3 27.6 27.4 26.3 24.9 24.6 25.2 26.3 27.4 27.1 26.6

Source: Meteorological Services Department, Takoradi (from JICA) a) Relative Humidity Relative Humidity values range between 80% at night to 60% during the daytime hours and falls to less than 30% during the dry season (Dec-Jan) when the dry North-East Trade winds reach the coastline. The highest period of humidity is in August after the rainy season. The lowest humidity period is in December. Table 3-2 gives the monthly average Relative Humidity at Takoradi.

Table 3-2 Relative Humidity Data for Takoradi (Unit: %) YEAR JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC AV 61-97 70.7 73.5 73.6 74.5 77.5 81.7 82.0 83.0 82.5 79.4 75.2 73.8 77.5 1998 68.0 72.0 71.0 73.0 78.0 79.0 81.0 79.0 79.0 78.0 72.0 72.0 75.1 1999 76.0 69.0 74.0 75.0 75.0 79.0 81.0 81.0 82.0 79.0 74.0 71.0 76.3 2000 75.0 62.0 72.0 75.0 77.0 81.0 81.0 82.0 82.0 77.0 71.0 73.0 75.7 Source: Meteorological Services Department, Takoradi (from JICA) b) Rainfall The minor rainy season in Takoradi begins in March reaching its peak of about 300 mm / month in the month of June when the region comes under the influence of the moisture- laden South-West winds. Rainfall declines after June through August after which it starts rising again and reaches about 100 mm / month in October.

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The monthly average rainfalls datum recorded for the period 1961-2000 was obtained through recordings take at the Takoradi Meteorological station and are provided in Table 3-3.

Table 3-3 Monthly Rainfall – Takoradi (Unit:%) YEAR JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Tot. 61-97 20.2 32.0 62.7 110.1 190.4 312.2 107.8 61.1 85.0 111.1 69.8 22.1 1185 1998 12.5 7.6 22.7 134.6 101.5 107.7 34.5 10.0 5.5 324.4 23.4 41.8 826 1999 55.4 25.5 58.2 218.1 112.4 192.0 195.1 103.1 15.4 58.7 89.4 20.5 1144 2000 27.2 0.0 68.0 145.1 194.9 296.3 24.7 34.1 33.3 42.1 30.2 155.2 1051 Source: Meteorological Services Department, Takoradi (from JICA) c) Wind The North-East Trade and the South-West Monsoon are the major winds which influence the project area. In addition, the daily changes in wind direction resulting from the differential heating and cooling of the land and sea, provide the local breeze from off- shore to inshore during the day and reverses to onshore to offshore at night. The prevailing wind influencing the area is generally out of the south to south-west direction.

Table 3-4 below provides the Takoradi monthly average wind velocity for the period 1973-1999 expressed in m/sec.

Table 3-4 Monthly Average Wind Speed and Direction (1973-99) – Takoradi

Month JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC AV Dir. S S SW SW S S SW SW SW SW S S SW Vel. 2.8 3.8 4.1 3.7 3.1 3.7 3.8 4.0 4.5 4.2 3.0 2.3 3.6 Dir. (2000) SW SW SSW SSW SSW SW SW SW SW SW SW SSW SW Vel. (2000) 4.0 3.0 4.0 3.0 4.0 3.0 3.0 4.0 5.0 4.0 4.0 2.0 3.6 Source: Meteorological Services Department, Takoradi (from JICA)

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3.4 Hydrographic Conditions

a) Tide Levels The tide in Ghana is semidiurnal with two high and low tide levels each day. There is no time difference between Tema and Takoradi Ports. The tide levels of the Ports in Ghana are referenced to the port of Takoradi.

The datum of the Nautical Chart is approximately referenced to lowest Astronomical Tide (LAT). The tidal levels are referenced to this and are shown in Table 3-5.

Table 3-5 Tide Levels of Takoradi Port (Unit: m) MHWS MHWN MLWN MLWS GPHA 1.3 1.1 0.7 0.6 Takoradi Port: 4o 53’ N.1o 45’ W Source: US Chart 57062 Approaches to Takoradi and Sekondi 9th Edition Nov.16, 1996

b) Currents The offshore current in Ghana flows toward the east and is driven by the Guinea Current. The Guinea current is reduced in magnitude near the coast due to the friction at the sea bed. Super imposed on the eastward Guinea current are very weak tidal currents. Neither of these currents impact navigation to and from the Port of Takoradi.

During the northern summer the Guinea Current begins at about 14° W as the eastern extension of the well-established Atlantic Equatorial Countercurrent. Figure 3-1 shows the constancy of the prevailing current within the boundaries shown in Figure 3-2.

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Figure 3-1 Speed of Offshore Guinea Current (July, August, and September) SPEED (Knots) Mean Speed Frequency Dir. 0.2 0.5 0.8 1.1 1.4 1.8 2.2 2.7 3.2 3.7 >4.0 Knots (%) NE 2.9 4.1 4.0 1.7 2.1 1.5 0.9 0.6 0.3 0.1 0 1.0 18.2 E 3.3 8.4 8.1 7.8 6.7 5 3.6 1.7 0.9 0.1 0.1 1.2 45.7 SE 2.4 3.0 3.3 2.6 1.8 0.9 0.5 0.1 0 0 0 0.9 14.6 Source: Defense Mapping Agency Publication 121 (1988)

Figure 3-2 Extent of Guinea Current

Source: Defense Mapping Agency Publication 121 (1988)

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All other directions 5 percent or less

The prevailing direction is east and the mean speed 1.2 knots; the general flow is between northeast and southeast more than 75 percent of the time, with a maximum speed of about 4.0 knots. The Guinea Current appears constant in direction except from December through February, when easterly winds reduce the speed and cause the current to become variable and at times to reverse. When reversed the flow seldom exceeds 1 knot. During the northern winter (January through March), when the Atlantic Equatorial Countercurrent is not well established or has disappeared, the Guinea Current, mainly influenced by the Canary Current, widens considerably between 10° and 20° W.

c) Wave Conditions The JICA report states the following:

“There is no wave observation data available locally for Tema and Takoradi Ports.”

The wave characteristics for this study are derived during latest 40 years from The Global Wave Statistics published by British Maritime Technology.

It is found that the predominant waves came from the South to South-West direction (about 60 % of the time). Most of the waves are between l ands 2 meters in height. Wave heights during the rainy season (June-September) when the Monsoon winds predominate may exceed 2 meters more frequently.

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The frequency distribution of the waves (1960 -2000) is shown in Table 3-6.

Table 3-6 The Frequency Distribution of Wave at offshore of Ghana (1960-2000) (Unit; %) HEIGH N NE E SE S SW W NW TOTAL T 2.4 0.0-1.0 2.00 1.84 4.38 10.55 10.30 7.48 3.98 42.97 5 1.6 1.0-2.0 0.84 0.92 5.04 19.85 7.82 2.98 2.84 41.98 9 0.2 2.0-3.0 0.17 0.19 1.36 6.93 2.15 0.60 0.62 12.44 4 0.0 3.0-4.0 0.02 0.03 0.22 1.36 0.41 0.08 0.09 2.28 7 0.0 4.0-5.0 0.00 0.00 0.02 0.19 0.04 0.01 0.01 0.29 0 0.0 5.0-6.0 0.00 0.00 0.00 0.04 0.00 0.00 0.00 0.04 0 4.6 TOTAL 3 3.04 2.99 1L03 38.92 20.72 11.15 7.54 100.00

Number of Observations: 267,326 Source: “The Global Wave Statistics” published by British Maritime Technology (from JICA)

Table 3-7 implies that the extreme waves for which the breakwater armor rock should be designed are on the order of 6 meters or more. A review of the breakwater rock that exists on the exterior breakwater at Takoradi indicates that the size of the armor rock typically does not exceed 8-10 tons. The breakwater has been in existence with minor damage for more than 50 years. It may therefore be concluded that a reasonable design wave is one which would call for breakwater armor rock of a size of approximately 5-10 tons. Applying the Hudson formula from the Shore Protection Manual to this problem indicates that the corresponding design wave height is in the order of 3 to 3.5 meters.

APM terminals contracted with the Danish Hydraulics Institute (DHI) in connection with a project in Takoradi in 2005 and 2006. One of the objectives of the DHI studies was to establish a proper design wave for revetments facing the open sea. The DHI

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recommendation was to use a significant wave height of approximately 3.0 meters as the design wave height. This number corresponds well with the reverse engineering calculations above of the performance of the breakwater at Takoradi. It can then be concluded that the frequency distribution given in Table 3-7 overstates the occurrences of waves higher than 3.0 meters.

Table 3-7 indicates that 97% of the waves are below Hs=3.0 meters. In reality, it will be near 100%. These are very mild wave conditions and indicate that relatively small defensive works for breakwaters will be required to provide proper protection for all ships that are in the lee of the breakwater. This observation also corresponds to the relatively good experience that GPHA has had with mooring vessels on the seaward side of the leeside breakwater in Takoradi.

During visits to Takoradi significant motions of the barges being serviced at the clinker pier were observed. It is believed that these motions are a result of a local resonance between the embayment where the clinker pier reside and the long period swells that are common offshore at Takoradi. It is highly likely that if the clinker pier was not a pile supported structure but rather a solid structure, that these motions would no longer be observed in barges that are moored at the structure.

For purposes of evaluating the operational down time in Takoradi, it is believed that Table 3-7 is reliable when considering the distribution of wave heights between 0 meters and 3.0 meters. d) Littoral Drift The West African coast extending from Cape Palmas to the Niger Delta generally has an accretion tendency in the western section near Cape Three Points in Ghana and an erosion tendency in the East near the Niger Delta. Shoreline recession has been recorded at various locations along the East Coast of Ghana. The worst hit areas are the shores of Atorkor and Ada. The shoreline was found to have receded about 10 m in some areas, and erosion in another area in Ada was about 7 m.

3.4.1 GEOLOGICAL & GEOTECHNICAL CONDITIONS For the Takoradi site, the geotechnical information is available from the following sources:

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I. Fugro on behalf of APM Terminals (2006). II. JICA site investigation (2001) III. Boskalis International BV (1992).

I. Site Investigation by Fugro (2006):

Fugro Engineering Services Limited (Fugro) was appointed in late 2005 to undertake a range of offshore site investigation works on Takoradi in order to:

• Understand the geology of an area covered by a proposed container terminal, • Provide geotechnical information for the planning, design and costing of the terminal infrastructure, dredging and reclamation.

Fugro undertook the site investigation during January and February 2006 and the detailed results are presented in “Takoradi Feasibilities and Environmental Scoping Study, Marine Ground Investigation, Field Factual Report (Fugro, April 2006) (1).

(1) This report is confidential and is the property of APM Terminals. The data presented herein is presented with the permission of APM Terminals.

The site investigation undertaken by Fugro (See Figure 3-1) was completed using the combination of a combined percussion boring /rotary drilling rig located on a jack up platform, and a vibrocore operated from a general purpose vessel. A range of geological samples were collected from 28 borings:

• 4 borings labeled PBH01 thru PBH04 located within the existing harbor and • 24 borings labeled BH-01 thru BH-30 covering the proposed new container terminal outside the existing harbor. Due to heavy swell conditions, the jack up platform was unable to position on scheduled borings locations BH-01 thru BH-04, BH-15 and BH-16 and therefore not drilling took place. The boring information is summarized in Table 3-8. The boring locations are shown on Figure 3-3.

The main geological strata found within these boreholes were Takoradi Sandstone (mix of Sandstone, Siltstone and Mudstone), along with some limited surface deposits of loose gravel, silt, clay and sand.

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3.4.2 SEISMIC CONDITION (FROM JICA) a) General - Ghana is not located close to any of the world’s well-known seismic zones. However, significant earthquakes activities have been reported in some areas of southern Ghana.

The historical seismic data in Ghana has been recorded from the 17th century.

Seismic activity in southern Ghana is believed to be caused by movement along two active fault systems, namely the Akwapim Fault Zone along the Akwapim Mountain range which trends approximately NE-SW and is located about 20km to the west of Accra and Coastal Boundary Fault which lies some 3 km offshore and runs almost parallel to the coastline in the vicinity of the Tema port. This fault is confirmed by the seismic profiling. The fact that these two fault systems intersect close to the village of Nyanyanu to the west of Accra is believed to be responsible for the seismic activity experienced in Tema port and Takoradi areas.

b) Earthquakes - Major earthquakes which destroyed a part of the city of Accra were observed in 1862, 1906, 1939, 1964, 1969, and 1982.

The records of the major earthquakes in Ghana are shown in Table 3-7.

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Table 3-7 Major Earthquakes on Ghana MAGNITUD TIME HYPOCENTER E NOTE

1862 - - -- Ghana Mining Journal, Vol.2 No. 1

1906 - - - Ghana Mining Journal, Vol.2 No. 1

1939/6/22 5O 20O 0O 10O 6.8 National Earthquake Information N W Center

1964 6O 05O 0O 05O - Ghana Mining Journal, Vol.2 No. 1 N W

1969 5O 35O 0O 0O - Ghana Mining Journal, Vol.2 No. 1 N

1982 - - 4.0 S/W Mission Report

1987/12/03 - - 3.1 National Earthquake Information Center

1988/02/27 - - 3.4 National Earthquake Information Center

1988/03/29 - 3.5 National Earthquake Information Center

1990/04/14 - - 3.1 National Earthquake Information Center

1997/03/06 - - 4.4 National Earthquake Information Center

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UCS laboratory tests were completed on samples taken from 23 boreholes and results are summarized in Table 3-9.

Table 3-8 Summary of Borehole Information - Takoradi Site Investigation by Fugro (2006)(1) Elevation to Base of Stratum Superficial Deposits Boring No Sea Bed Elev. Clay /Silt Weathered Rock Borehole Tip Elev Comment (m) (m) (m) (m) BH-01 - - - Not Drilled Due to Swell Conditions BH-02 - - - Not Drilled Due to Swell Conditions BH-03 - - - Not Drilled Due to Swell Conditions BH-04 - - - Not Drilled Due to Swell Conditions BH-05 -7.35 -9.35 -10.85 -20.62 BH-06 -10.01 -11.41 -12.01 -20.51 BH-07 -13.2 -14.2 -14.9 -24.2 BH-08 -5.62 -6.92 -8.87 -21.1 BH-09 -7.45 -9.45 -9.95 -22.95 BH-10 -9.5 -12.5 -13 -21.5 BH-11 -10.7 -11.9 -12.7 -26.85 BH-12 -11.9 -12.9 -16.4 -27.2 BH-13 -12.55 - -13.05 -22.15 BH-14 -11.24 - -11.74 -22.24 BH-15 - - - - Not Drilled Due to Swell Conditions BH-16 - - - - Not Drilled Due to Swell Conditions BH-17 -12.3 -12.8 -14.55 -26.48 BH-18 -12.19 - -12.69 -22.19 BH-19 -11.29 - -11.79 -24.39 BH-20 -11.5 - -14.5 -21.4 BH-21 -9.9 - -11.4 -21.95 BH-22 -9.65 -13.15 - -25.15 BH-23 -7.25 - -8.95 -23.55 BH-24 -5.75 - -7.25 -15.35 BH-25 -5.09 -6.09 - -26.09 BH-26 -9.7 -13.7 -15.3 -19.8 BH-27 -11.57 -12.87 -14.92 -20.59 BH-28 -10.76 -14.56 -16.06 -22.76 BH-29 -12.4 -14.7 - -24.5 BH-30 -5.83 -6.33 - -22.43

PBH01 -5.04 -6.04 -7.04 -13.24 PBH02 -6.66 -9.96 - -14.06 PBH03 -7.32 -7.82 - -14.92 PBH04 -4.3 -6.8 - -15

(1) This report is confidential and is the property of APM Terminals. The data presented herein is presented with the permission of APM Terminals.

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Table 3-9 Summary of Takoradi Site Investigation UCS of the Rock Cores Based on UCS Test Results by Fugro (2006)(1) Elevation Strongest Boring No Sea Bed Elev. Average UCS Maximum UCS Sample (m) (Mpa) (Mpa) (m) BH-05 -7.35 9.5 16.4 -17.68 BH-06 -10.01 5.1 7.3 -19.23 BH-07 -13.2 8.5 17.2 -21.55 BH-08 -5.62 16.2 28.3 -15.97 BH-09 -7.45 8.2 13.6 -20.61 BH-10 -9.5 6.6 10.1 -18.6 BH-11 -10.7 11.6 55.2 -23.55 BH-12 -11.9 9.9 28.9 -20.62 BH-13 -12.55 19 25.2 -14.3 BH-14 -11.24 16.1 31.4 -12.79 BH-17 -12.3 10.4 17.2 -20.3 BH-18 -12.19 25.3 34.5 -21.75 BH-19 -11.29 16.8 25.4 -13.89 BH-20 -11.5 3.3 5.8 -15.72 BH-21 -9.9 5.2 10.3 -20.1 BH-23 -7.25 2.3 3.9 -18.5 BH-24 -5.75 6.8 12.4 -10.35 BH-25 -5.09 12.2 45.7 -13.09 BH-26 -9.7 2.8 4.2 -18.71 BH-27 -11.57 11.7 13.3 -17.68 BH-28 -10.76 1.1 1.1 -16.23 BH-29 -12.4 1.7 2.6 -24.13 BH-30 -5.83 28.1 53.6 -13.43 PBH01 -5.04 7.9 17.5 -9.84 PBH02 -6.66 39.8 62.9 -10.63

UCS > 30 Mpa

Point load tests were also conducted. Table 3-10 summarizes the unconfined compressive strength (UCS) test results determined based on point load tests for all samples for which UCS > 30 Mpa. It should be noted that the UCS was computed using the size correlation graph for index to strength conversion (Bieniawski, 1975). The

unconfined compressive strength c is given by: c=K ls where K is the index to strength conversion and ls are the point load strength index. Based on Figure 1 of “Dredging Research Technical Notes DRP 2-01(1992)” (6), a K=23 is generally used for the standard NX core size (54 mm).

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Table 3-10 Summary of Takoradi Site Investigation UCS Based on Point Load Test Results. (UCS > 30mpa) by Fugro (2006) (1)

Sample Sample UCS σc

Boring No Depth Elev ls50 = 23. ls(50) Rock Type (ft) (ft) (Mpa) BH-08 5.05 -10.67 1.9 43.7 Sandstone 6.45 -12.07 2.11 48.53 Siltstone 10.35 -15.97 3.13 71.99 Siltstone 12.95 -18.57 2.06 47.38 Siltstone 12.95 -18.57 1.44 33.12 Siltstone BH-092.73-10.181.73 39.79 Siltstone 2.73 -10.18 1.53 35.19 Siltstone BH-119.41-20.112.61 60.03 Mudstone 11.25 -21.95 2.27 52.21 Sandstone BH-12 8.72 -20.62 2.5 57.5 Siltstone 14.25 -26.15 1.71 39.33 Siltstone BH-143.15-14.391.98 45.54 Siltstone BH-18 1.2 -13.39 1.78 40.94 Sandstone 2.5 -14.69 1.49 34.27 Sandstone 4.05 -16.24 1.49 34.27 Sandstone 5 -17.19 1.6 36.8 Sandstone 5-17.191.66 38.18 Sandstone 8.2 -20.39 1.39 31.97 Siltstone 9.07 -21.26 1.56 35.88 Siltstone 9.56 -21.75 1.63 37.49 Sandstone BH-193.79-15.084.47 102.81 Sandstone 3.79 -15.08 3.69 84.87 Sandstone 4.1 -15.39 3.52 80.96 Sandstone 4.1 -15.39 5.71 131.33 Sandstone 10.37 -21.66 3.16 72.68 Siltstone 10.37 -21.66 2.99 68.77 Siltstone BH-21 11.55 -21.45 1.36 31.28 Mudstone BH-23 10.2 -17.45 1.52 34.96 Siltstone BH-25 8.5 -13.59 3.02 69.46 Siltstone 8.5 -13.59 2.39 54.97 Siltstone BH-269.82-19.521.77 40.71 Mudstone BH-29 4.8 -17.2 2.47 56.81 Sandstone 4.8 -17.2 4.65 106.95 Sandstone BH-30 7.6 -13.43 3.15 72.45 Siltstone 8.54 -14.37 3.66 84.18 Siltstone 10.67 -16.5 1.96 45.08 Siltstone 15.42 -21.25 1.97 45.31 Siltstone 16.49 -22.32 1.78 40.94 Siltstone PBH02 5.23 -11.89 1.76 40.48 Sandstone 5.23 -11.89 1.61 37.03 Sandstone 5.79 -12.45 2.06 47.38 Sandstone PBH03 3.54 -10.86 2.69 61.87 Siltstone 6.25 -13.57 2.4 55.2 Siltstone 6.25 -13.57 3.24 74.52 Siltstone 7.1 -14.42 2.56 58.88 Siltstone 7.44 -14.76 2.19 50.37 Siltstone

Minimum 31.3 Maximum 131.3 Average 54.7

II. Site Investigation by JICA (2002)

Seismic profiling and geotechnical investigation by rock coring were conducted in 2002 by Japan International Cooperation Agency (JICA) (4). The survey area of the seismic profiling was 2 km x 2 km. The boring location is illustrated on Figure 3-4.

2 borings TK-1 and TK-2 were drilled from the existing berth decks with approximately 5 m of penetration into rock. The results are summarized in Table 3-11.

Figure 3-3 Boring Location Plan of Tk-1 and Tk-2 (Jica 2002)

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Table 3-11 Summary of Boring Information - Jica (2002)(4)

Top of Rock Boring No Ground Elev. Tip Elevation Elevation Unit Weight UCS Rock Type (m) (m) (m) (kN/m) (Mpa) TK-1 -7.4 -13.8 -9.1 23-25 13.2-22.7 Sandstone TK-2 -7.3 -14 -8.9 23-26 11.9-30.3 Sandstone

3.4.3 SITE INVESTIGATION BY BOSKALIS INTERNATIONAL BV (1992)

Introduction To evaluate the possibility of future development of the Port of Takoradi by the Ghana Ports and Harbors Authority a geotechnical site investigation has been performed under the supervision of Boskalis International BV. Alluvial Mining Co. were contracted by Boskalis International to perform the site investigation to ascertain depths of superficial soils, recover solid rock cores up to a depth of 4m, and provide information for future dredging and engineering work.,

A total of 8 boreholes were carried out in Takoradi, labeled as BH-1 thru BH-8. The elevations of the ground surface, top of rock and pile tip are summarized in Table 3-12. The main geotechnical parameters derived from the rock cores such the total core recovery (TCR), the solid core recovery (SCR), the rock quality designation (RQD), the fissure index (FI) and the weathering index (WI) are summarized in Table 3-13. The boring locations are shown on Figure 3-5.

Rock parameters were obtained in the rock and soil laboratory of Boskalis International Bv. Unconfined compressive strength (UCS) tests were conducted by TNO laboratory.

Equipment and Methods: The drilling was carried out using a Pilkon Traveler P.N.4 hydraulic rotary rig with a triplex pump for water flush. A large T611H 98 mm diameter core barrel was used with various 78mm T6H diamond impregnated bits and NWY rod sizes along with 1.5m 75 kg drill collars at the bottom of the NWY rod string. SX casing was used for the T611H barrel.

Ground Conditions: The rock is predominantly purple sandstone with some multicolored mudstone (BH-1 and BH-2). The rock was relatively easy to drill due to less fracturing and less weathering.

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As documented in Boskalis (1992) (3), two distinct rock types were found in the port of Takoradi:

Rock Type A: Strongly lithified arkosic sand (Type A1) and siltstones (Type A2). These rocks occur in the south A1 and west A2 part of the port. Fracturing and weathering is not severe. BH6 is completely broken and weathered. BH1 has zones with a larger clay content in which shear zones have been developed. The rock type A1 and A2 were lifted to the surface.

• Rock Type A1: (borings BH-6, BH-7 and BH-8). Dark red micaceous arkosic sandstone.

BH-6: highly fractured BH-7: contains sub-vertical and 50 degrees dipping fractures BH-8: contains some sub-vertical fractures.

• Rock Type A2: (borings BH-1 and BH-2). Purple green banded clayey very fine sandstone.

BH-1: contain very few fractures BH-2: completely slided and fractures occur at 45 degrees dipping slide planes

Table 3-12 Summary of Boring Information – Boskalis (1992) (3)

Ground Tip Top of Rock Boring No Elev. Elevation Elevation (m) (m) (m) BH-01 -5.3 -10.58 -6.37 BH-02 -3.1 -7.84 -3.59 BH-03 -6.1 -12.44 -7.27 BH-04 -9.1 -15.51 -12.85 BH-05 -10 -14.18 -10 BH-06 -6 -11.56 -7.4 BH-07 -6.3 -12.18 -7.63 BH-08 -6.9 -11.68 -7.42

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Table 3-13 Summary of Rock Core Data – Boskalis (1992) (3) Total Core Solid Core Rock Quality Weathering Top Bottom Recovery Recovery Designation Fissure Index Index Boring No Run No Elevation Elevation (TCR) (SCR) (RQD) (FI) (WI) Rock Type (m) (m) (%) (%) (%) (/m) (/run) BH-1 1 -6.37 -7.45 100 91 51 51 2 2 -7.45 -9.01 99 78 19 41 3 3 -9.01 -10.59 98 78 13 43 3

BH-2 1 -3.59 -4.32 66 41 23 10 3 A2 2 -4.32 -5.14 99 87 62 3 3 3 -5.14 -6.31 98 96 74 2 2 4 -6.31 -7.84 98 90 78 2 2

BH-3 1 -7.27 -8.54 85 33 15 4 3 2 -8.54 -9.55 100 81 20 4 3 3 -9.55 -10.91 100 92 35 4 3 4 -10.91 -12.44 100 100 49 2 2 B BH-4 1 -12.01 -12.85 66 42 8 13 3 2 -12.85 -14 66 40 11 5 3 3 -14 -15.51 33 5 13 4

BH-5 1 -10 -11.22 NR NR NR - 5 2 -11.22 -12.55 NR NR NR - 5 3 -12.55 -14.18 99 43 NR 11 3

BH-6 1 -7.4 -8.32 98 72 - 33 3 2 -8.32 -9.2 97 81 - 56 3 3 -9.2 -10.31 93 13 - 43 3 4 -10.31 -11.56 100 55 - 43 3 A1 BH-7 1 -7.63 -9.13 97 84 34 10 3 2 -9.13 -10.68 99 99 22 12 3 3 -10.68 -12.18 100 93 39 7 3

BH-8 1 -7.42 -8.66 100 87 56 3 2 2 -8.66 -10.18 100 99 37 3 2 3 -10.18 -11.68 97 96 43 1 2

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Figure 3-4 Boring Location Plan of Borings Bh-1 thru Bh-8 (1 thru 8 on Map) (Boskalis, 1992)(3)

Rock Type B: A carbonate cemented quartz sandstone grading into sandy clay. These rocks occur in the north part of the port. Fracturing is not very severe.

BH-3, BH-4 and BH-5

Few fractures are developed in these weak rocks. Some long sub-vertical and 50 degrees dipping fractures occur. Some are filled with carbonate cement.

Point load tests were also conducted on selected rock samples. Figure 3-6 illustrates the variation of Point Load Index (ls50) vs. Elevation. The variation of the UCS vs. elevation is illustrated on Figure 3-7.

For illustration purpose, the variation of the fissure index and weathering index are enclosed on Figure 3-8 and 3-9 respectively.

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Figure 3-5 Variation of Point Load Index (ls50) vs. Elevation

0

-2

-4 BH-1 -6 BH-2 BH-4 -8 BH-7

Elevation (m) Elevation BH-8 -10

-12

-14 0123456 Point Load Index (ls50) (Mpa)

Figure 3-6 Variation of Unconfined Compressive Strength (UCS) vs. Elevation.

0

-2

-4 BH-2 -6 BH-4 BH-7 -8 BH-8

Elevation (m) Elevation BH-3 -10

-12

-14 0 20406080100 Unconfined Compressive Strength (UCS) ( Mpa)

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Figure 3-7 Variation of Fissure Index (FI) vs. Elevation.

0

-2 BH-1 -4 BH-7 -6 BH-8 BH-2 -8 BH-3 -10 BH-4 Elevation (m) Elevation BH-5 -12 BH-6 -14

-16 0 102030405060 Fissure Index (FI) (/m)

Figure 3-8 Variation of Weathering Index (FI) vs. Elevation

0

-2

-4 BH-1 BH-7 -6 BH-8 BH-2 -8 BH-3 BH-4

Elevation (m) Elevation -10 BH-5 -12 BH-6

-14

-16 00.511.522.533.544.5 Weathering Index (WI) (/run)

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Conclusion

Figure 3-10 illustrates a summary plot of UCS test results vs. elevation for the 3 site investigations undertaken at the Takoradi site. A UCS limit for mechanical dredging as per a contractor quote is set at 30 Mpa. The dredging level is selected at El -12.5.

Figure 3-9 Summary Plot of UCS Test Results vs. Elevation for the 3 Site Investigations.

UCS - Fugro(2006) 0 20 40 60 80Dredging Level 100El -12.5 120 140 UCS - JICA (2002) 0 UCS Limit for Dredging as per Contractor Quote UCS based on Point Load Test - Fugro(2006) UCS - Boskalis (1992) - Boring 2 UCS - Boskalis (1992) - Boring 3 UCS - Boskalis (1992) - Boring 4 UCS - Boskalis (1992) - Boring 7 -5 BH-14 UCS - Boskalis (1992) - Boring 8 BH-9 UCS based on PLT- Boskalis (1992) - Boring 1 thru 8 BH-8

-10 BH-25

-15 BH-18

Elevation (m) Elevation BH-12 BH-8 -20

-25 BH-19 BH-13 BH-11 BH-18

-30

Unconfined Compressive Strength (UCS) ( Mpa)

In addition to rock strength based on UCS test, the UCS values derived based on point load test are also included. As shown on the summary plot, an extensive point load test program was conducted by Fugro in 2006 and out of 24 borings tested (BH-5 thru HB-13 and BH-17 thru BH-30), 432 Point Load Test (PLT) were conducted and ls50 computed, 38 samples showed a UCS value greater than 30 Mpa ( i.e. ls50 > 1.3) in boreholes (BH-8, 9,11, 12,14, 18, 19, 21, 23, 25, 26, 29, and BH-30). The minimum values in the high UCS values was 31.3 Mpa, the maximum was 131.3 Mpa and the average 54.7 Mpa.

The plot illustrates that Boskalis samples tested at shallow depths are especially on the high side as illustrated by the UCS values at borings BH-7 and BH-8) where the values were greater than 70 Mpa and boring BH-2 where UCS>40 Mpa

It is noted that the Boskalis borings are located within the existing harbor and not within the proposed terminal expansion. These values agree well with the range of max UCS from the PBH borings drilled within the existing harbor by Fugro (2006).

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The JICA boring (TK-1 and TK-2) rock strength data are relevant to the dredgeability study as located in the proximity of the dredging area within the proposed expansion. Based on the JICA reference, sandstone was encountered at elevation -9.1 and -8.9 and UCS ranges of 13.2 to 22.7 Mpa and 11.9 to 30.3 Mpa for TK-1 and TK-2 respectively. However, based on the available information, the depths at which the samples were collected are not known. At any case, the maximum recorded UCS values is almost within the limit of the 30 Mpa.

The Fugro rock strength data from boring BH-6 and BH-11 thru BH-14 are the most relevant to the dredge ability assessment as located within the dredging area of the proposed expansion. As outlined in the feasibility and environmental scoping study and illustrated on Figure 3-8, the vast majority of the samples collected from the boreholes by Fugro and JICA (based on UCS test results and UCS derived from point load test results) are less than the maximum UCS of 30Mpa enabling mechanical dredging except for boreholes (BH-11 and BH-14)

• BH-11 : o A UCS value of 55.2 Mpa was reported and found at El -23.55, thus below the dredging depth. (Refer to Table 3-9 or Figure 3-8). o Based on UCS results derived based on the point load tests, UCS values of 60.03 and 52.21 Mpa exceeding the 30 Mpa limit were found at Elevations -20.11 and -21.95 respectively, thus below the dredging level. (Refer to Table 3-10 or Figure 3-10).

• BH-14 o A UCS value of 31.4 Mpa, slightly within the limit of 30 Mpa was reported at El -12.79 within the dredging level. o Based on UCS results derived based on the point load tests, UCS values of 45.54 exceeding the 30 Mpa limit were found at Elevations -14.39, thus below the dredging level. (Refer to Table 3-10 or Figure 3-10).

Based on the above information, the conclusion is reached that the seabed material can be dredged using available cutter suction dredges or dipper dredges.

However, the dredge ability and hence the operating costs do not depend only on the rock strength. Parameters such as the fissure index and the RQD affect also the dredge ability. The fissure index and the RQD values are strongly correlated to the wear rate as shown by Vervoort and Witt (1997) (5). More discontinuities correspond to less wear or larger volumes of rock dredged per pick point.

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For the present case, the seabed material can be dredged using available cutter suction dredges; some small portion may need to be blasted. However, further data/geotechnical investigation is needed for a more accurate assessment. The proposed boring locations are shown on Figure 3-3.

V. References:

1. Takoradi Feasibilities and Environmental Scoping Study, Technical Report, Takoradi Port and container Terminal (Fugro, July 2006) (Property of APM Terminals – confidential).

2. Takoradi Feasibilities and Environmental Scoping Study, Marine Ground Investigation, Field Factual Report (Fugro, April 2006). (Property of APM Terminals – confidential)

3. Report on Geotechnical Site Investigation of the Ports of Tema and Takoradi Ghana by Boskalis International Bv, the Netherlands, June 1992. (Property of APM Terminals – confidential)

4. The Development Study of Ghana Sea Ports in the Republic of Ghana. Japan International Cooperation Agency (JICA 2002). Ghana Ports and Harbor Authority.

5. A. Vervoort. K. De. Wott (1997) “Correlation between Dredge ability and Mechanical Properties of Rock” Engineering Geology 47(1997), pp. 259-267.

6. Dredging Research Technical Notes DRP 2-01. August 1990

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7.

Table 3-14 Takoradi Port Existing Condition Summary

Condition Description of Facility Construction Assessment* Defects/Comments

Berths 1 through 5 Precast Concrete Satisfactory • Minor damage to (Quay 2) Quay wall concrete walls and cope. Berths 6 through Precast Concrete Satisfactory • Minor to 12 Quay wall moderate damage to concrete walls and cope. Oil Berth Concrete block Satisfactory • Minor mooring and undermining of stone berthing dolphins slope at mooring dolphins Valco Berth Concrete Block Satisfactory • Minor defects in Quay wall concrete wall. * As defined in ASCE Manual and Report on Engineering Practice No. 101

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3.5 Existing Port Facilities

This section provides a brief history of the construction of the Takoradi Port and discusses the existing waterfront infrastructure facilities. The results of the rapid above water inspection are discussed and a summary of the existing conditions of the existing facilities is provided, along with recommendations for further action.

3.5.1 INTRODUCTION The initial development of the Takoradi Port commenced in 1921 and continued through 1928. The breakwaters were constructed to enclose a water area of approximately 90 hectares and facilities included three deepwater berths, three buoys within the harbor, shallow water lighter berths, a coal berth for unloading coastal ships, and a small slipway for removal and introduction of small ships to the water. The port was originally designed and developed to support railway shipping and was operated by the Gold Coast Government Railway. During early operations ninety percent of export cargo and fifty percent of import cargo were conveyed to and from the port by rail. A small dry dock and the bauxite facilities were added prior to 1937.

The next phase of significant development was delayed by the Second World War and work did not commence until after the end of the conflict. In 1949, work began on the construction of three new deep water berths (Berths 4, 5, and 6), the timber sheds, and new rail infrastructure; the work was completed in 1953.

Over the next 30 years, no major rehabilitation or development projects were undertaken and the overall condition of the port facilities deteriorated with use and exposure to the harsh tropical, marine environment.

3.5.2 GENERAL DESCRIPTION The Ghana Ports and Harbors Authority (GPHA) handles cargo at seven berths in the port; Berth 1 (Manganese Ore Berth) through Berth 6, the Oil Berth, the Clinker Jetty, and the Bauxite Berth. There are also two buoys in the deeper waters of the eastern half of the inner harbor basin that are utilized for loading of bulk carriers. Limited bulk loading activities are also conducted along the West Lighter Wharf. The shallow berths to the west of Berth 1 and at the southern portion of the inner harbor are not used for cargo handling, although the barges used to load bulk materials are moored along Coal Wharf and the North Timber Quay when not in use.

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A summary of the port’s key marine facilities is provided in Table 3-15 and a facility plan illustrating the location of these facilities within the port is provided in Figure 3-11.

Table 3-15 Takoradi Port Waterfront Facilities

Facility/Structure General Dimensions

INNER HARBOUR Berth No 1 (Manganese Ore Berth) Length 159m Depth 8.5m CD Berth No 2 Length 168m Depth 7.9m CD Berth No 3 Length 152m Depth 7.9m CD Berth No 4 Length 182m Depth 8.5m CD Berth No 5 Length 82m Depth 8.5m CD Berth No 6 Length 152m Depth 8.9m CD Coal Wharf Length 85m Depth 2.0m± CD Copra Wharf Length 270m Depth 2.0m± CD West Lighter Wharf Length 330 m Depth 2.0m± CD North Log Quay Length 230m Depth varies Dock No. 1 Length 155m Depth varies Timber Dock Length 110m Depth varies Dredging Platform Length 150m Depth varies Slipway Length 62.5m Depth varies Drydock Length 34m Depth N/A

OUTER HARBOUR Old Bauxite Berth Length N/A Depth 9.1m CD Oil Berth Length 183m Depth 8.8m CD Clinker Jetty Length 291m Depth 7.4m CD (9.1m Maximum at Bauxite Berth) BREAKWATERS Main Breakwater Length 2,360m Lee Breakwater Length 1,830m

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Facility/Structure General Dimensions Channel Approach channel 150m wide dredged depth 11.3m CD Sources: The Development Study of Ghana Sea Ports in the Republic of Ghana (JICA, February 2002)

Figure 3-10 Takoradi Port Facility Plan

3.5.3 WATERFRONT STRUCTURES A preliminary above water condition inspection of the existing waterfront structures at the port was performed in April 2008. The inspection was performed over the course of two days and consisted of topside inspection of all of the waterfront structures with accompaniment of a GPHA engineer and a waterside inspection of the accessible structures with the use of a GPHA vessel in the company of the Port Captain. Due to the presence of vessels at many of the berths, access to the face and the underside of several of the berth structures was limited during the waterside inspection. In addition, due to water depth restrictions, the waterside inspection was limited by the draught of the vessel to the deep water berths, the Outer Harbour, and the breakwaters. There was however

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sufficient access across all inspection activities to form a general condition rating of the condition of each of the structures.

The inspection was performed at each of the facilities listed below and the facilities classified for discussion based upon the location within the areas described:

• Inner Harbour – Comprises the deep water berths (Berths 1 through 6), Coal Berth, the Copra Wharf, West Lighter Wharf, , North Log Wharf, Dock No. 1, Timber Dock, Dredging Platform, the slipway, the dry-dock. o Nine buoyed moorings are located within the Harbour basin, these moorings were not inspected as part of this study. • Outer Harbour – Comprises the Old Bauxite Berth, the Oil Berth, and the Clinker Jetty • Breakwaters – Comprises the Main Breakwater and Lee Breakwater. The above water inspection was performed in keeping with best industry practices for an evaluation of this scope and duration. A Condition Assessment rating has been assigned to each of the inspected structures in accordance with The American Society of Civil Engineers Manual and Report on Engineering Practice No. 101, 2001. All evaluations, comments, and condition ratings apply solely to the visible above water elements accessible at the time of the inspection. Further above water and underwater investigation is required to fully evaluate the conditions of the structures and to develop a complete understanding of required repair actions.

3.5.4 EXISTING CONDITIONS

Inner Harbour Operations are generally concentrated at the deep water berths at the northern side of the inner harbor and along the West Lighter Wharf. These structures are of mixed construction type and age, but are generally in a condition that makes operations safe and practicable. The condition of the remaining structures, all constructed during the initial development of the port, varies significantly. However, the coordination is generally in keeping with the expected condition of structures of this age, construction type, exposure, and operating conditions.

The layout and location of all of the structures of the Inner Harbour is shown in Figure 3- 11. A brief description of each of the structures and the existing condition of the structural elements evaluated follows and a summary of this information is provided in Table 3-16.

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Berth 1 (Manganese Ore Berth) Berth 1, the Manganese Ore Berth, is an open wharf structure with large diameter concrete piles supporting reinforced concrete pile caps and beams, and a reinforced concrete deck constructed during the initial development of the port (Figs. 3-12 and 3- 13). The berth is operated the Ghana Manganese Ore Company (GMC) for the bulk transfer of Manganese Ore to vessels visiting the berth.

Figure 3-11 Berths 1, 2, and 3: Typical Section

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Figure 3-12 General view of Berth 1 (Manganese Ore Berth), south elevation.

The overall condition of the structure based on the inspection is fair to Poor; however, a prior more in depth inspection by the Dutch firm Deltamarine indicates the condition to be Critical. Deterioration of the concrete piles above the low water elevation is generally minor, however extensive corrosion cracking and isolated moderate spalling of the concrete beams and the underside of the deck slab is found throughout the berth. Existing shotcrete repairs previously installed on the concrete beams are also deteriorating (Fig. 3-14). Mechanical damage to the offshore face of the concrete pile caps and cope, resulting from berthing and loading activities, is evident along the entire length of the structure (Fig. 3-15). The Dutch firm Deltamarine reported in a report from 2004 that c-row of piles on Figure 3-12 were bent and cracked due to soil pressure from the Manganese Ore pile immediately inland from the c-row of piles. We were unable to inspect this feature. If correct, the condition of this structure is critical.

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Figure 3-13 Berth 1. Moderate deterioration of concrete and shotcrete repairs at the underside of the deck.

Figure 3-14 Berth 1. Minor mechanical damage along face of the berth.

The fender system along the berth is in Poor condition, contributing to the mechanical damage to the concrete of the berth. The rubber arch fenders are typically missing or severely damaged and additional fendering comprising large rubber tires attached to existing steel anchors atop the concrete deck with galvanized steel cables has been added along the length of the berth (Fig. 3-16).

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Figure 3-15 Berth 1. Severely damaged fender system.

Berths 2 and 3 Berths 2 and 3 are located to the east of Berth 1. The construction type and original construction date for these berths are similar to Berth 1 (Figure 3-12; Figure 3-17). Generally, these berths are utilized for the bulk transfer of cocoa beans and other export products to the large bulk cargo vessels visiting the berths.

Figure 3-16 General view of Berth 2, south elevation.

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The concrete pile supported concrete pile caps, concrete beams, and concrete deck slab were rehabilitated in the early 1990’s and are in Satisfactory condition overall. Deterioration of the concrete is generally minor, consisting of minor cracking, and isolated minor spalling. As at Berth 1, mechanical damage along the offshore face of the cope and concrete pile caps exists along the length of both berths (Fig. 3-18).

Figure 3-17 Berth 2. Minor mechanical damage at concrete cope.

The fender system along the berths is in Poor condition, contributing to the mechanical damage to the concrete of the berth. The rubber arch fenders are typically missing or severely damaged. Large rubber tires attached to the berth with galvanized steel cables have been installed as a supplement to the damaged arch fenders (Fig. 3-19).

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Figure 3-18 Berth 2. Severe damage to rubber arch fenders.

Berths 4, 5, and 6 Berths 4, 5, and 6, originally built during the mid-century port expansion are concrete gravity structures constructed of precast concrete block quay walls (Figs. 3-20 and 3-21). These berths serve as the primary deep water berths for loading and unloading of bulk cargo.

Figure 3-19 Berths 4, 5, and 6: Typical Section

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Figure 3-20 General view of Berth 5, south elevation.

The structures are in Satisfactory condition overall with deterioration limited to the offshore face of the berths and along the concrete cope, typically consisting of minor cracking and mechanical damage (Fig. 3-22).

Figure 3-21 Berth 4. Minor cracking and mechanical damage in concrete.

The fender system along the berths is in Poor condition, contributing to the mechanical damage to the concrete of the berth. The rubber arch fenders are all missing or severely

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damaged. Large rubber tires attached to the berth with galvanized steel cables have been installed to replace the original arch fenders (Fig. 3-23).

Figure 3-22 Berth 6. Rubber tire fenders.

Pontoon and Tug Berths Located to the west of Berth 1, the Pontoon and Tug Berths provide a launch and berthing site for small port vessels and tugs (Figs. 3-24 and 3-25). The structures consist of a sloped shoreline revetment and mass concrete berthing dolphins. The Pontoon Berth includes a steel pontoons or barges that are moored to provide access from the shoreline to the small craft.

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Figure 3-23 General view of Pontoon Berth, east elevation.

Figure 3-24 General view of the Tug Berth, south elevation.

In general the structures are in Fair condition overall. Slumping and displacement of the stone revetment has exposed natural shoreline to erosion, however present levels of fill loss and erosion are minor. Minor to moderate mechanical damage and cracking in the concrete dolphins has not adversely affected these elements and no evidence of lateral displacement or movement of the dolphins exists.

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The fender system at the concrete dolphins consists of small rubber tires suspended from the mooring fittings atop the dolphins.

Coal Wharf The Coal Wharf, west of the Tug Berth, is an open concrete wharf structure. The wharf comprises square concrete piles supporting concrete bracing, beams and deck slabs (Fig. 3-26) constructed during the original port development in the first half of the twentieth century. The coal wharf is used for limited bulk loading of lighter barges and for the mooring of tug boats and other port vessels.

Figure 3-25 General view of the Coal Wharf, south elevation.

The entire structure is in Critical condition overall. The lack of an effective fender system exposes the concrete support elements to impact from the berthing and maneuvering of vessels. This has resulted in localized severe damage, overstressing, and breakage of the concrete piles and deck elements (Fig. 3-27). The significant settlement of the concrete deck results from loss of support at southern row of concrete piles (Fig. 3- 28). Localized failures or general failure of the structure are very possible.

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Figure 3-26 Coal Wharf. Severely damaged and broken concrete piles.

Figure 3-27 Coal Wharf. Settlement of Concrete Deck.

The existing fender system, which comprises small rubber tires hanging from the deck surface on galvanized steel cable, is inadequate for protection of the berth (Fig. 3-29).

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Figure 3-28 Coal Wharf. Rubber tire fenders.

Copra Wharf The Copra Wharf is located between the north end of the West Lighter Wharf and the western end of the Coal Wharf. The construction of this wharf consists of a mass concrete gravity wall (Fig. 3-30). No berthing or other port operations are performed at the Copra Wharf.

Figure 3-29 General view of the Copra Wharf, east elevation.

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The concrete wall is in Fair condition overall. Damage is generally confined to mechanical damage and minor cracking and erosion along the surface of the wall above water and along the cope. Isolated damage at the north end of the wall is potentially indicative of a localized defect in the wall or fills loss through a damaged outlet pipe at this location.

No fender system exists along the wharf.

West Lighter Wharf The West Lighter Berth is an open, pile supported wharf originally constructed during the 1920s development of the port and located at the western edge of the Inner Harbour Basin (Fig. 3-31). Circa 1991, a major rehabilitation and reconfiguration of the wharf included the reconfiguration of the northern section of the wharf where a hybrid structure of original concrete double-legged piles supports a restored concrete deck (Fig. 3-32; Fig. 3-33). Also included in the work was full replacement of the southern 150m of the structure. The reconstruction included installation of a single row of new concrete piles, precast and cast-in-place concrete deck, and new rear beam footing (Fig. 3-34; Fig. 3-35).

Figure 3-30 General view of West Lighter Wharf, east elevation.

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Figure 3-31 West Lighter Wharf (North), Typical Section

Figure 3-32 View of north end of West Lighter Wharf, east elevation.

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Figure 3-33 West Lighter Wharf (South) Typical Section

Figure 3-34 View of southern end of West Lighter Wharf, east elevation.

The concrete wharf is in Satisfactory to Fair Condition overall. While the underside of the Northern Section of the wharf was inaccessible due to the presence of lighter barges and on-going loading operations, the inspection of the Southern Section found the concrete piles, beams, and deck planks to be in good condition. It is anticipated that the deck system of the Northern Section is in similar condition. Minor cracking and mechanical damage exists along the offshore face of the concrete piles, beams, and cope. Settlement and displacement of the rock armor and rubble dyke has exposed the rear

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beam footing along the Southern Section of the wharf. The loss and movement of material has caused moderate undermining of the concrete footing (Fig. 3-36).

Figure 3-35 West Lighter Wharf, south end. Typical condition of concrete deck and undermining of rear beam footing.

The fixed timber fender system along the berth is moderately to severely damaged. All fenders are missing along the Northern Section of the berth, explaining the heavier mechanical damage along that portion of the berth. At the Southern Section of the berth, the timber fenders are generally intact, but moderate to advanced damage is evident in a majority of the vertical timbers.

North Log Wharf The North Log Wharf is located to the south of the West Lighter Wharf. The structure is constructed of mass concrete gravity walls and serves as a mooring location for barges used for bauxite operations (Fig. 3-37). A small floating dock for small boats is accessed by an aluminum gangway near the center of the wharf.

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Figure 3-36 General view of North Log Wharf, north elevation.

The concrete gravity wall is generally in Fair condition due to minor mechanical damage and cracking of the concrete. Mechanical damage is typically more evident at the eastern end of the structure where bauxite barges are temporarily moored (Figs. 3.38 and 3.39). Near the northeast corner of the wharf, separation of sections of gravity wall along a vertical joint is a potential indication of lateral displacement of the wall resulting from the mooring loads of the barges (Fig. 3-40).

Figure 3-37 North Log Wharf, West end. Typical condition of concrete wall.

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Figure 3-38 North Log Wharf, East end. Minor damage to concrete wall at bauxite barge berth.

Figure 3-39 North Log Wharf, Northeast. Separation at vertical joint in concrete wall.

The fender system along the wharf consists solely of small rubber tires and is inadequate protection for the berthing of large steel barges.

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Dock No.1 Dock No. 1, to the south of the North Log Quay, is constructed of mass concrete gravity walls (Fig. 3-41). Significant siltation has greatly reduced the depth of water along the berths and the facility is no longer used for any active marine operations or berthing.

Figure 3-40 General view of Dock 1.

The concrete walls are typically in Fair condition overall. Damage to the concrete includes minor to moderate cracking, minor mechanical damage to the face and cope, and erosion of horizontal cold joints (Figures 3-42 and 3-43).

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Figure 3-41 Dock 1, North wall. Typical condition of concrete wall.

Figure 3-42 Dock 1, West wall. Deterioration of concrete wall at inshore of dock.

The fixed timber facing of the original fender system at the dock is missing throughout the dock.

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Timber Dock The timber dock is located adjacent to Dock No. 1 and while slightly larger is of similar construction (Fig. 3-44). Siltation of this facility has also reduced or eliminated its usefulness as a location for marine operations or as a facility for berthing of vessels.

Figure 3-43 General View of Timber Dock.

The concrete walls of the Timber Dock are generally in Fair condition with minor deterioration throughout the face of the concrete wall and along the cope (Fig. 3-45). Isolated moderate damage at the north wall of the dock includes more significant cracking of the concrete near the top of the wall and settlement of the concrete deck inshore of the wall, potentially resulting from minor displacement of the wall and/or fill loss (Figures. 3-46 and 3-47).

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Figure 3-44 Timber Dock, North side. Typical condition of concrete wall and timber fender system.

Figure 3-45 Timber Dock, Northeast. Minor deterioration of concrete wall.

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Figure 3-46 Timber Dock, North wall. Settlement of concrete behind concrete wall.

The fixed timber facing of the original fender system at the dock is severely damaged or missing throughout the structure.

Dredging Platform The structure to the south of the Timber Dock is the Dredging Platform. This facility, constructed in the 1920’s of mass concrete gravity walls now houses an assortment of barges, vessels, and other activities required to support dredging and ship maintenance works within the port (Fig. 3-48).

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Figure 3-47 View of Dredge Platform, northeast elevation.

The concrete gravity walls are generally in Fair condition. The lack of an effective fender system exposes the concrete wall and copes to mechanical damage and spalling from impact and abrasion of vessels berthing and maneuvering along the berth (Fig. 3- 49). More significant damage resulting from overloading of mooring fittings at the offshore (western) corners of the platform have caused displacement of sections of the gravity wall as evidenced by excessive separation of the vertical joints at these locations (Figures 3-50 and 3-51).

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Figure 3-48 Dredge Platform, typical damage to concrete walls.

Figure 3-49 Dredge Platform, Northeast corner. Displacement of gravity wall as evidenced by separation of joints.

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Figure 3-50 Dredge Platform, Northeast Corner. Displacement of gravity wall.

The fender system consists solely of small rubber tires; the fender system is in Poor condition and is not suitable for the protection of the structure or the vessels at the berth.

Slipway and Transfer System The small Slipway and Transfer System to the south of the Dredging Platform originally consisted of a concrete ramp and steel transfer carriage within a basin constructed of mass concrete gravity walls. At the time of the inspection a major rehabilitation effort was underway at the Slipway. The work included the rehabilitation of the concrete ramp, the complete replacement of the steel transfer system, the repair of damage to the concrete gravity walls, and the deepening of the approach. (Fig. 3-52)

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Figure 3-51 General View of Slipway.

Dry Dock The small dry dock is located at the southern end of the Inner Harbour, near the root of the Main Breakwater. The Dry Dock, as originally constructed during the initial development of the port was composed of mass concrete gravity walls and timber gates. At the time of the inspection a major construction project at the Dry Dock and Slipway was in progress. This project included the complete reconstruction and enlargement of the Dry Dock, the replacement of the dry dock gates, and the replacement of all pumping equipment (Figure 3-53).

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Figure 3-52 General view of Drydock.

Table 3-16 Takoradi Port Existing Condition Summary, Inner Harbour

Condition Description of Facility Construction Assessment* Defects/Comments

Berth 1 Open wharf Critical • Moderate to (Manganese Ore construction; large Advanced corrosion Berth) diameter concrete cracking and spalling piles supporting at underside of concrete beams concrete deck and and deck slab. beams. • 3rd Party report indicates rear row of piles failing • Fender System severely damaged. Berths 2 & 3 Open wharf Satisfactory • Minor damage to construction; large concrete pile caps, diameter concrete beams, deck slab and piles supporting cope. concrete beams Fender system is and deck slab. • severely damaged. Berths 4, 5 and 6 Precast Concrete Satisfactory • Minor damage to

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Condition Description of Facility Construction Assessment* Defects/Comments Quay wall concrete walls and cope. • Fender system severely damaged. Pontoon and Tug Mass concrete Fair • Minor slumping Berth dolphins at sloped of stone revetment and shoreline erosion of exposed revetment earthen shoreline • Mechanical damage to dolphins where it appears that bollards have pulled out Coal Wharf Open wharf Critical • Severe damage construction; to concrete piles and concrete piles and concrete deck frame supporting a throughout the berth. concrete deck • Visible Settlement of deck and potential for localized and/or general failure of the structure. • Load Restrictions should be implemented immediately • Fender system inadequate Copra Wharf Mass concrete Fair • Minor defects in gravity wall concrete wall throughout location. • Potential isolated problem at northern end of structure. West Lighter Open wharf Satisfactory to Fair • Rehabilitation Wharf structure; concrete work performed circa piles and framing 1991 included full supporting a replacement of the

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Condition Description of Facility Construction Assessment* Defects/Comments concrete deck. southern section of the wharf (approximately 150m replaced) and renovation/hybridizatio n of the northern section of the berth where the original concrete piles and sub- structural framing support the new concrete deck. • Minor corrosion cracking and spalling of face of concrete piles, framing, and cope along entire length of the wharf. • Slope settlement and undermining of rear beam footing evident at southern section of wharf • Underside of Northern section of wharf inaccessible due to barge traffic. North Log Wharf Mass concrete Fair • Minor gravity wall mechanical damage and cracking of concrete wall • Potential lateral displacement of adjacent concrete gravity wall sections at eastern end of structure. Dock No. 1 Mass concrete Fair • Minor to gravity walls moderate defects in concrete gravity wall. • Fender system

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Condition Description of Facility Construction Assessment* Defects/Comments missing. Timber Dock Mass concrete Fair • Minor damage gravity walls along face of wall top of cope throughout • Isolated moderate defects in concrete at northern wall • Potential displacement of fill loss near northeast corner of north wall Dredging Platform Mass concrete Fair • Minor cracking gravity walls and mechanical damage • Deflection of adjacent wall sections at eastern end of berth potentially due to overloading at mooring fitting • Will require maintenance dredging to restore operational • No fixed fender system in place, fender system in poor condition. Slipway Concrete ramp and Under • Minor mass concrete Construction deterioration of mass walls; steel transfer concrete gravity walls system Dry Dock Mass Concrete Under • Entire Dry Dock walls Construction currently being reconstructed * As defined in ASCE Manual and Report on Engineering Practice No. 101

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Outer Harbour The three structures of the Outer Harbour evaluated during this study are of mixed construction type, age, and usage. While the Old Bauxite Berth is inactive, the Oil Berth and Clinker Jetty support healthy operations and the present condition of these structures is acceptable for their intended usage.

The layout and location of all of the structures of the Outer Harbour is shown in Figure 3- 9. A brief description of the structures and the existing condition of the structural elements evaluated follows and a summary of this information is provided in Table 3-17.

Old Bauxite Berth The Old Bauxite Berth is located near the eastern end of the Lee Breakwater. The berth is completely inactive and at present consists of four mass concrete dolphins (Fig. 3-54).

Figure 3-53 General view of Old Bauxite Berth, northwest elevation.

Oil Berth The Oil Berth is adjacent to the west end of the Old Bauxite berth along the seaward side of the Lee Breakwater. The structure consists of large concrete caissons supporting steel beams and framing elements beneath a concrete deck (Fig. 3-55).

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Figure 3-54 General view of Oil Berth, north elevation.

Access to the active berth was not possible, however the waterside inspection showed the structural elements of the Oil Berth to be in Satisfactory condition overall. Minor coating loss and surface corrosion affect a relatively small portion of the steel elements visible and the concrete deck appears to be in good working condition.

The fender system consists of large rubber tires suspended along the western face of the berth.

Clinker Jetty The Clinker Jetty which is located to the North of the Lee Breakwater and extends from the western shoreline into the Outer Harbour (Fig. 3-56). The construction of the pier comprises large diameter concrete caissons supporting a concrete beams and a concrete deck. Loading activities are confined to the south face of the inner and central portions of the pier, where two conveyor systems, one for the import of clinker and the other for the export of bauxite, and two fixed unloading cranes, complete with receipt hoppers and a discharge loader are located (Fig. 3-57). The offshore (eastern) section is inactive (Fig. 3-58).

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Figure 3-55 General view of Clinker Jetty, south elevation.

Figure 3-56 Clinker Jetty. View of active (inshore) portion of structure.

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Figure 3-57 Clinker Jetty. View of inactive (offshore) portion of structure.

The Clinker Jetty is in Fair to Poor Condition overall. The condition of the concrete caissons is consistent with massive concrete elements with long term exposure to the marine environment. The cracking, spalling, and erosion of the concrete on the caissons is minor when the size of the element is considered; the stability and integrity of the caissons is unaffected. Moderate to advance cracking and spalling of the concrete on the underside of the concrete deck and concrete beams, however, does affect the integrity of the pier superstructure and may affect a widespread area of the deck soffit. The top of the deck surface is “encased” in hardened clinker which covers the entire active area of the berth; the concrete deck surface is therefore inaccessible for inspection and visible damage is generally limited to the edges of the deck along the berthing face (Fig. 3-59). At the time of the inspection repair works were underway to repair a section of concrete deck approximately 1 m wide and 40 m in length along in the area of operations and berthing beneath the fixed cranes (Fig. 3-60).

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Figure 3-58 Clinker Jetty. Typical minor damage along berthing face.

Figure 3-59 Clinker Jetty. Concrete rehabilitation along berthing area.

The fender system has been recently replaced over a portion of the operational area at the loading hoppers, here new timbers and a heavy layer of rubber tires provide sufficient protection to the pier (Fig. 3-61). The fender system at the western portion of the operational area, beneath the fixed cranes, has been partially disassembled to allow the deck repairs to be performed. In this area, the fender system is in poor condition, with a sparse collection of rubber tires providing little protection to the pier.

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Figure 3-60 Clinker Jetty. Recently repaired timber fenders.

Table 3-17 Takoradi Port Existing Condition Summary, Outer Harbour Condition Description of Facility Construction Assessment* Defects/Comments Old Bauxite Berth Concrete Dolphins N/A • Berth is inactive Oil Berth Concrete Caissons Satisfactory • Minor coating loss supporting steel and and surface corrosion concrete deck slab at steel structural framing elements • Rubber tire fenders in place. Clinker Jetty Concrete Caissons Fair to Poor • Minor cracking, supporting concrete spalling, and erosion beams and deck slab of concrete caissons • Moderate to advanced damage to underside of concrete beams and concrete deck * As defined in ASCE Manual and Report on Engineering Practice No. 101

Breakwaters The two breakwaters of Takoradi Port were both originally constructed during the 1920s port development. The main breakwater protects the inner and outer harbor berths from the southerly and south easterly waves which predominate at Takoradi. The Lee Breakwater protects the seaward (northern) side of the berths at the north of the Inner

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Harbour (Fig. 3-11). Both of these breakwaters are very substantial structures with the physical characteristics outlined in Table 3-18.

Both the breakwaters were repaired during the port rehabilitation works in the 1980s and early 1990s. This repair work consisted largely of breakwater re-profiling along with the addition of concrete cubes (varying is size from 1.0m3 to 1.7m3) in areas where the rock had either been displaced or settled. It should be noted that despite the significant age of these breakwaters, the slope of the main structures have remained consistent to the slope as originally constructed.

From visual evaluation, the size of the primary armor has been estimated to be in the range of 6 to 10 metric tons (MT), which is consistent with the minimum primary armor size of 5 MT outlined in the available breakwater design documentation. Using this estimated rock grading as a basis we anticipate that a significant wave height (Hs) of between 4.1m and 4.3m (at the breakwater toe) was used during the original design (based on Hudson’s formula).

The visual inspection of the top layer of armor also identified that an acceptable amount of the armor rock appears to be interlocked and also has a reasonably satisfactory void ratio and packing density.

From discussions with the port personnel, it is understood that the breakwater rock was sourced from local quarries and is of granitic gneiss. The size and grading of the rock appears generally reasonable for the prevailing conditions although damage has been sustained over the years and repairs have been carried out.

Whilst the rock slope has been reworked in periods of extreme conditions, the material itself has only sustained minor damage.

A brief description of the structures and the existing condition of the structural elements evaluated follows and a summary of this information is provided in Table 3-18.

Main Breakwater The Main Breakwater is in Fair condition overall. While the seaward side of the breakwater is generally well graded and well armored (Fig. 3-62), isolated areas of deterioration and damage exist along the length of the structure.

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Figure 3-61 General view of Main Breakwater, seaward side.

The access roadway and wave wall atop the breakwater are generally in reasonable condition, however exposure to marine elements and wave overtopping have caused minor weathering of the concrete blocks of the wave wall and damaged the concrete surface of the concrete roadway (Fig. 3-63). The damage to the roadway is most significant along the eastern leg of the breakwater where moderate to advanced deterioration results in significant loss of concrete surface and exposure of coarse aggregate. It appears that maintenance repairs have been performed throughout the life of the structure on an “as needed” basis.

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Figure 3-62 Main Breakwater. General condition of access roadway and concrete block wave wall.

In general the rock slope of the shore side of the revetment is in good condition, however overtopping of the breakwater appears to have caused settlement and displacement of stone in a number of areas along the leeward side of the breakwater (Fig. 3-64). The most significant defects to the breakwater exist at the northern end of the structure where exposure to wave action has caused damage around the full extent of the breakwater head. Here loss of armor stone, settlement and displacement of rock, and undermining of a concrete slope at this portion of the breakwater (Fig. 3-65).

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Figure 3-63 Main Breakwater, leeward side. Settlement of rock armor due to wave overtopping.

Figure 3-64 Main Breakwater. Loss of stone armor at head of breakwater along leeward side.

Lee Breakwater The Lee Breakwater is in Fair condition overall with a well graded and well armored seaward side (Fig. 3-66). A few isolated areas of settlement of the rock require minor reworking to reinstate the design slope. The most significant damage is located at the head of the breakwater (eastern end), the most exposed portion of the structure. Here,

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displacement of stone is evident above water and undermining of the concrete foundation of the navigation light threatens the stability of that element (Fig. 3-67).

Figure 3-65 General view of Lee Breakwater, seaward side.

Figure 3-66 Lee Breakwater. Displacement of stones at head of breakwater.

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Table 3-18 Takoradi Port Condition Summary, Breakwaters

Construction, Primary Armor Condition Description of Structure Type and Slope Assessment Defects/ Comments

Main Breakwater • Rubble mound Fair • Minor construction cracking and mechanical • Rock armor, damage Wmin = 5 MT • Seaward side slope = 1:2 • Crest Height = 3.5m CD Lee Breakwater • Rubble mound Fair • Minor construction cracking and mechanical • Rock armor, damage Wmin = 5 MT • Lee side slope = 1:1.5 • Crest Height = 3.5m CD * As defined in ASCE Manual and Report on Engineering Practice No. 101

3.5.5 CONCLUSIONS AND RECOMMENDED ACTIONS In general, the condition of the structures of the port is in keeping with what may be expected for structures of the age and construction type encountered. Previous rehabilitation and expansion programs have extended the life of the structures that have previously undergone extensive work, while the condition of structures that have not been maintained or rehabilitated is highly dependent upon the construction type and usage of the facility.

A summary of recommended actions that are required to address the existing defects and conditions observed during the course of the inspection, and to maintain the safe operating conditions of the structures as currently utilized, is provided in Table 3.19. All of these recommendations apply solely to the visible above water defects visible at the time of the inspection. Further above water and underwater investigation is required to

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develop a comprehensive understanding of required repair actions and to develop a well planned rehabilitation program.

As a general note, the fender systems of the facilities where active berthing, mooring, and maneuvering are presently occurring are inadequate and require redesign and rehabilitation. In particular the fender systems in the deep water berths (Berths 1 to 6) and the West Lighter Wharf should be addressed on a Medium Priority basis.

Table 3-19 Summary of Recommended Actions

Facility Recommended Actions Urgency of Action Berth 1 1. Repair damage to underside of 1. High Priority concrete beams and concrete deck 2. Medium Priority 2. Redesign and restore fender 3. Very High Priority system 3. Perform Detailed Above Water and Underwater Inspection and Engineering Evaluation Berths 2 and 3 1. Redesign and restore fender 1. Low Priority system 2. Perform Routine Above Water and Underwater Inspection and Engineering Evaluation Berths 4, 5, and 6 1. Redesign and restore fender 1. Low Priority system 2. Perform Routine Above Water and Underwater Inspection and Engineering Evaluation Pontoons and Tug 1. Revetment should be re- 1. Low Priority Wharf profiled and re-armored to prevent further erosion Coal Wharf 1. Repair all severely damaged 1. Very High Priority concrete piles; Impose live 2. High Priority loading and berthing restrictions until repairs are completed. 2. Perform Detailed Above Water

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Facility Recommended Actions Urgency of Action and Underwater Inspection and Engineering Evaluation Copra Wharf 1. Perform Routine Above Water 1. Medium Priority and Underwater Inspection and Engineering Evaluation West Lighter Wharf 1. Repair settlement of slope 1. Low Priority beneath the wharf and restore full 2. Medium Priority bearing at rear footing. 3. Medium Priority 2. Restore Timber fender system 3. Perform Detailed Above Water and Underwater Inspection and Engineering Evaluation North Log Wharf 1. Perform Routine Above Water 1. Low Priority and Underwater Inspection and Engineering Evaluation Dock No. 1 1. Perform Routine Above Water 1. Low Priority and Underwater Inspection and Engineering Evaluation Timber Dock 1. Reduce Mooring loads at 1. Medium Priority eastern bollards; stabilize 2. Medium Priority displaced wall sections 2. Perform Routine Above Water and Underwater Inspection and Engineering Evaluation Dredging Platform 1. Reduce Mooring loads at 1. Medium Priority eastern bollards; stabilize 2. Medium Priority displaced wall sections 2. Perform Routine Above Water and Underwater Inspection and Engineering Evaluation Spillway No Action Required N/A Dry Dock No Action Required N/A Old Bauxite Berth No Action Required N/A Oil Berth 1. Perform Routine Above Water 1. Low Priority and Underwater Inspection and Engineering Evaluation Clinker Jetty 1. Repair damage to underside of 1. Medium Priority

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Facility Recommended Actions Urgency of Action concrete beams and concrete deck 2. Medium Priority 2. Restore timber fender system 3. High Priority at western portion of operational berth 3. Perform Detailed Above Water and Underwater Inspection and Engineering Evaluation Main Breakwater 1. Rework rock armor along 1. Medium Priority leeward side of breakwater at 2. High Priority areas of settlement or displacement. 3. Low Priority 2. Repair undermining of 4. Low Priority concrete slopes and restore rock armor around the head of the breakwater 3. Repair damage to access roadway 4. Perform Routine Above Water and Underwater Inspection and Engineering Evaluation Lee Breakwater 1. Repair undermining to re- 1. Medium Priority establish full bearing of concrete 2. Low Priority navigation light foundation and restore rock armor at the head of the breakwater. 2. Perform Routine Above Water and Underwater Inspection and Engineering Evaluation

3.5.6 ASSESSMENT OF DRY BULK FACILITIES AT THE PORT OF TAKORADI, GHANA a) Introduction Takoradi Port was visited on June 16-17, 2008 to gain an understanding of the current operations, physical conditions, and constraints for the dry bulk materials facilities. Three (3) facilities were visited:

1. Ghana Bauxite Company, which operates a bauxite export terminal, 2. Ghacem, Ltd., which operates a cement plant, and

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3. Ghana Manganese Ore Company, which operates a Manganese Ore export terminal.

The objective of each meeting/visit was to gain an understanding of the operating requirements and issues for each facility to assess how they might benefit from improvements and expansion plans being considered by Ghana Ports and Harbors Authority.

Ghana Bauxite Company Mr. Isaac Korsah and Mr. Nathan Trelzy of Ghana Bauxite Company provided an overview of the facility/activities, conducted a pre-tour safety training program, and escorted Halcrow personnel through the terminal from the rail dumper to the barge loader.

The terminal has a standby diesel electric generator to use during a power outage. It is manually started; it does not automatically start in the event of a power outage. The generator is located near the office and entrance to the terminal.

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Figure 3-67 Bauxite Train

The bauxite mine is approximately 250 kilometers from the Port of Takoradi. It has known reserves that will last for twenty (20) years at the current/normal rate of production. Bauxite is delivered by rail via trains that have 18 wagons (railcars) per train (Figure 3-68). The capacity of a wagon is 43 tonnes, so train capacity is 774 tonnes (43mt/w x 18w). Normally, Ghana Railway Corporation (GRC) delivers two (2) trains each day, so daily receipts are usually 1,548 tonnes. A total of four (4) trains are used for the transport of bauxite and there are a total of 78 wagons. Some wagons are defective, so there are “extra” wagons available. The trip from the mine to the port normally takes ten (10) hours. The cycle time from mine to port and return is two (2) days. A train is normally unloaded at the Port of Takoradi in two (2) hours.

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Figure 3-68 Bauxite Rotary Wagon Dumper

When a train arrives, it is stored on tracks that are adjacent to the terminal, as seen in Figure No. 3-68. The trains enter the terminal via a gate that remains open while unloading. Trains are unloaded via a rotary dumper. Each car is uncoupled prior to unloading. The dumper lifts the car and dumps the bauxite into the receiving hopper. The rotary dumper is seen in Figure No. 3-69.

Two (2) types of bauxite are received, unwashed and washed. The unwashed bauxite is muddy and difficult to handle. The washed bauxite is easier to handle. The rotary dumper discharges to an apron feeder, which experienced a failure about a month prior to the visit. Figure No. 3-70 illustrates the top, conveying portion of the apron feeder. Several feeder slats in this section of the apron feeder that were damaged have been removed. As a result, trains have not been unloaded during this period.

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Figure 3-69 Damaged Apron Feeder

Trucks also deliver bauxite to the terminal. They have been advantageous during periods when rail deliveries are interrupted. The trip from the mine to the Port of Takoradi is shorter by road. The one-way trip by truck takes about six to seven (6 – 7) hours. The capacity of each truck is 63 tonnes although overloads are reportedly ranging up to 80 tonnes. Trucks normally unload into the rail hopper by dumping from the side opposite to the rail tracks, as seen in Figure No. 3-71.

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Figure 3-70 Truck Access to Receiving Hopper

Two (2) vertical walls define the unloading area for trucks. The walls were added following an accident where a truck tipped/fell to one side while unloading. The concrete walls are designed to hold the truck in an upright position in the event a similar situation occurs. The walls, however, reportedly slow unloading. Some truck drivers have difficulty backing into the narrow passageway.

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Figure 3-71 Bauxite Stockpiling System

Because the rail dumper and apron feeder cannot be used and have not been used for a month prior to the visit, all deliveries were being received via trucks. Trucks were queued within the bauxite terminal in a temporary holding area. The trucks discharged their load of bauxite onto grade, at the extreme west perimeter of the stockpile. This is an area that is furthest from the rotary dumper and apron feeder. A leased Caterpillar bulldozer was being used to move bauxite from this temporary, grade level receiving area, up the stockpile and eastward to the eastern side of the stockpile.

Bauxite receipts are normally unloaded at the dumper. From the rotary rail dumper, bauxite is routed to the stockpile by a series of conveyors. Figure No. 3-72 illustrates this stockpiling system. Bauxite can be stacked by either the traveling stacker, as seen in figure No. 3-72, or a fixed stacker, as seen in Figure No. 3-73. The traveling stacker is an elevated, truss-mounted design. A bulldozer is use to spread the bauxite, enlarging the stockpile during stacking. The bulldozer is also employed to retrieve bauxite from the extended stockpile and moves it to the reclaim conveyor.

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Figure 3-72 Fixed Stacker

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Figure 3-73 “Rear” of the Inclined Wall & Supports

Beneath the traveling stacker is an inclined wall. The “front” of the inclined wall is just visible below the traveling stacker in Figure No. 3-72. The rear of the inclined wall and the structural framework that supports the traveling stacker and the inclined wall can be seen in Figure No. 3-74. Seventeen, (17) manually operated gates are located at the base of the wall. The gates are actuated by a lever. When the gates are opened, the bauxite can flow from the stockpile onto the grade level reclaim conveyor. Because of the poorly flowing characteristics of bauxite, the toe of the stockpile above the gates is maintained at a relatively low height, to minimize the potential for plugging the chute or arching of the bauxite over the opening of the gate or inlet to the chute. The reclaim rate is manually controlled by varying the number of gates that are opened and possibly the height of the fully or partially opened gate.

The barge loading pier is some distance from the stockpile area, approximately one kilometer from the reclaim chute/gate area. The bauxite is first directed to a surge/weigh bin, which is seen in Figure No. 3-75. The bin is fitted with an electronic scale and vibrating feeder. The design provides a method to control the feeding of bauxite to the one kilometer long barge loading system, while accurately weighing shipments. The control room for the system is located directly above the surge/weigh hopper.

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Figure 3-74 Surge/Weigh Bin

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Figure 3-75 Clinker Spillage on Conveyor No. 5

Drawings No AL-CO-19, Sheet 4 of 4, “Ghana Bauxite Schematic Plan” and MC-2226- 13, sheet 1 of 2, “Emergency Stop and Communication Systems”, which are provided in the appendix, illustrate the reclaim and barge loading system. From the date on the drawings, the bauxite system was constructed in 1991. Conveyors No. 1 to 8 transfer bauxite from the stockpile to the barges. They are routed along port roadways in elevated trusses and at grade. They pass beneath a receiving conveyor for Ghacem Ltd. and parallel portions of Ghacem’s receiving system. Clinker spillage is a problem where conveyor No. 5 passes beneath one of Ghacem’s receiving conveyors. Ghana Bauxite’s workers are clearing this spillage from the conveyor, as seen the Figure No. 3-76.

Conveyor No. 7 extends the barge loading system onto the pier that projects outward into the harbor. Conveyor No. 8 is the barge loader. As seen in Figure No.3-77, it is a radial slewing design that is mounted on rubber tires. By slewing, the loader can load bauxite along a short length of the barge. The loader is fitted with a hinged deflector plate that can be used to direct the flow of bauxite outboard/inboard of the barge. A control shed is located near the loader. Dock mounted winches are located near the loader so the barge loading operator can move the barge along the loading dock, within a limited area.

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Figure 3-76 Bauxite Barge Loader

Both 800 Tonne and 350 Tonne barges are loaded. It takes about an hour and 45 minutes (1hr-45min) to load an 800 Tonne barge. If the flow of bauxite is good, an 800 Tonne barge can be loaded in 1.5 hours. It takes about five (5) minutes to switch from one barge to the next. Geared vessels are moored either at Buoy No. 1, which has a depth of 10.7 meters, or Buoy No. 3, which has a depth of 11.8 meters. Geared vessels unload the barges place the bauxite in the holds. The barges shuttle to-from the pier and the mooring buoys.

The barging operation costs Ghana Bauxite approximately $1.00/tonne. Vessel loading takes about five (5) days and Ghana Bauxite would like to reduce the demurrage associated with this operation. They would like to increase productivity and the capacity of their operation. The bauxite terminal can normally export 1.2 million tonnes of bauxite. Currently, due to the operational problems that are being experienced, the facility is exporting only 700,000 to 800,000 tonnes. Rail constraints and safety issues are viewed by Ghana Bauxite as being primary issues to resolve.

Ghana Bauxite ships about one-third of its product to each of the following ports:

1. San Nicolas, Greece

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2. Port Alfred, Canada (just north of the St. Lawrence Seaway at Saguenay Fjord, Quebec. This port handles 5.5 million tonnes of bauxite and alumina per year. 3. Port of Stade, Germany (near Hamburg) b) Ghacem Ltd. Mr. Graham R. Bell, Works Manager, for Ghacem (Heidelberg Cement Group) provided an overview of the facility/activities in a meeting with Halcrow. The marine facilities of the cement plant were viewed earlier, prior to the meeting, as part of the facilities tour with Ghana Bauxite. The two facilities share the wharf approach and jetty.

Ghacem imports three (3) products:

1. Limestone: 250,000 tonnes/year 2. Clinker: 700,000 tonnes/year 3. Gypsum: 50,000 tonnes/year

Indonesia is the source of these products and they come from Heidelberg Cement’s facilities in Indonesia.

Limestone is a very common mineral product, worldwide, and local sources are normally used for the production of cement. While Ghacem has been seeking a local source in Ghana, the limestone quality that is required for the production has not been found. As a result, it is imported.

Typically, shipments are received in 40,000 dwt vessels. Half of a vessel’s cargo is unloaded at the Port of Takoradi. Larger ships would be a benefit. Receipts of larger shipments are constrained by the existing clinker storage building. Clinker should be protected from the rain, which cakes the product, making it more difficult to handle and adversely affects the process equipment. The building has a capacity of 40,000 tonnes, so larger vessels are problematic with the current facilities.

One possible design for the Port of Takoradi’s expansion program that could alleviate the clinker storage building constraint was discussed. A much larger clinker storage building could be added at the deepwater berth for Ghacem. That storage building, in addition to the existing storage building would significantly increase the total amount of clinker that could be stockpiled by Ghacem. The existing storage building could be used as an emergency back-up while the new building is used for vessel unloading and temporary storage.

Congestion associated with the existing barge unloading operation occurs when everything is working at capacity and that is a costly problem. Demurrage rates of $20,000 per day are being experienced.

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One operating problem that Ghacem would like to resolve with any port improvement project is to reduce the dust problem with a different type of unloader or a sealed unloader. Figure No. 3-78 views the two (2) grab bucket unloaders discharging barges.

Figure 3-77 Clinker Unloader

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Figure 3-78 Barge Unloader Grab Bucket Discharging into the Jetty Receiving Hopper

Barges are discharge at 6,000 tonnes/day. Figure No. 3-79 views the grab bucket of the seaward unloader discharging clinker into its jetty receiving hopper. Figure No. 3-80 views the unloading operation. Figures No. 3-81 and 3-82 view the clinker storage building and the spillage beneath the buildings feed conveyor.

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Figure 3-79 Clinker Discharge into the Jetty Receiving Hopper

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Figure 3-80 Clinker Storage Building

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Figure 3-81 Clinker Spillage at the Clinker Storage Building

c) Ghana Manganese Ore Company Ltd. Mr. Bernard Noth, who manages the terminal for Ghana Manganese Ore Company, provided an overview of the facilities/activities and conducted a tour of the terminal. He had previously worked at the mine and was assigned to the Port of Takoradi to rehabilitate the Manganese Ore terminal. It was apparent that terminal maintenance had been deferred for some time but that an ongoing rehabilitation program was initiated with the assignment of Mr. Noth.

Manganese Ore is mined at the Nsuta Mine, which is approximately 80 kilometers from the Port of Takoradi. The remaining life of the mine’s reserves is estimated to be fifteen to twenty (15 – 20) years. It is delivered by rail with thirty (30) wagons per train. The capacity of each train is approximately 1,000 tonnes. There are four (4) operating trains. A total of five to six (5 – 6) trainloads can be received in a day. Figure No. 3-81 views the train receiving and storage area and Figure No. 3-84 presents a closer view of a

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wagon. The Manganese Ore terminal was exporting about 1.8 million tonnes two (2) years ago. Presently, it is exporting 1.2 million tonnes.

Two (2) types of bulk Manganese Ore are handled by the terminal. One is lump manganese, which has a particle size of typically -100mm. The second is known as “fines”, which contains smaller particles.

Wagons are unloaded by a rotary dumper. The dumper is seen in Figure No. 3-85. Strings of ten (10) wagons each are moved to the dumper. A full train of thirty (30) wagons can be dumped in 1.5 hours. The rotary dumper lifts the wagons and discharges them into a hopper that is enclosed in a shallow pit. The hopper is discharged by vibrating feeders. Removable bars/pins were fitted the feeders to control the discharge rate onto the receiving conveyor. The unloading system is rated at 1,400 mtph with belts running at 2.4 m/s. Currently, it is restricted to 500 mtph.

A series of conveyors routes the Manganese Ore to an elevated structure that parallels the dock. A combination stacker/loader travels the 160 meter length of the dock. The stacker/loader has a reversible and shuttling conveyor. With the conveyor at the landside position, it stacks a long windrow stockpile that can be extended or moved by mobile equipment. In the quay-side position, the stacker/loader discharges Manganese Ore into small vessels and barges. The original combination stacker/loader conveyor was recently replaced in its entirety and upgraded. The belt speed was increased to 4.0 m/s, to extend the “throw” of the conveyor. Figure No. 3-86 views this stacker/loader with it parked in the stacking position.

Manganese Ore is stacked at three locations. The combination stacker/loader area (stockpile No. 1) has a 30,000 Tonne capacity. A separate area north of stockpile No. 1 is formed using mobile equipment. This area is known as stockpile No. 3 and has a 40,000 Tonne capacity. There is also an area further north by a small barge loader that has a 10,000 Tonne stockpile. The small barge loader is used to independently load Manganese Ore when two (2) vessels arrive in a short sequence. The total stockpile capacity for the terminal is 80,000 tonnes.

Manganese Ore is reclaimed from stockpile No. 1 by mobile equipment to a traveling reclaim hopper that is equipped with a belt feeder. Figure No. 3-87 views this traveling reclaim hopper. The hopper discharges a to the yard belt that runs along the backside/landside of the stockpile. The yard conveyor discharges to the rotary dumper’s receiving conveyor. In this manner, reclaimed Manganese Ore can then be routed back to the combination stacker/loader (now in the barge loading position) using the same conveyor system.

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Figure No. 3-88 views the dock area and the elevated structure. The stacker/loader is parked in the stacking position, so the conveyor is shuttled toward the stockpile, not the loading dock. This keeps the stacker/loader in a ready position for receiving trains and maintains the dock clear for an arriving vessel. The maximum air draft at the dock is 10.5 meters. The water depth is 8.5 meters. The maximum vessel size that can be accommodated at the dock is 20,000 dwt. The conveyor system can load small vessels at the rate of 18,000 tonnes/day but the typical rate is 8,000 to 10,000 tonnes/day. The maximum ship that can be accommodated at the buoy mooring area is 45,000 dwt. The sequencing and unloading of barges by the vessel, limits ship loading capacity for the larger vessels to 6,000 to 8,000 tonnes/day. Demurrage is $30,000/day.

An ongoing effort has begun to replace or upgrade facilities that have been deteriorating for some time. In addition to replacing the combination stacker/loader, several buildings have been replaced or combined into a larger structure. Figure No. 3-89 views the area directly beneath the stacker/loader, looking down the interior of the support structure. There is a pronounced “bulge” that was reportedly caused by the Manganese Ore stockpile being stacked too close to dock. Manganese Ore was cascading cross the support columns and beneath the structure, apparently overstressing the foundations for the dock. The new stacker/loader stockpiles Manganese Ore further away from the dock, to alleviate the situation.

Figure No. 3-90 views a main beam for the structure supporting the elevated, combination stacker/loader. Holes can be seen in the beam’s web, evidence of the damage that has occurred. Structural members are now being replaced in the ongoing rehabilitation program.

The expansion of the Port of Takoradi with deepwater berths will benefit Ghana Manganese Ore Company. It will enable the company to increase the size of stockpiles and load larger vessels at higher rates.

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Figure 3-82 View of the Ladder Track Train Receiving and Storage Area

Figure 3-83 View of Rail Wagons and Pay loader used to reclaim Manganese from the Stockpile

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Figure 3-84 Rotary Rail Dumper and Counterweight Tower

Figure 3-85 New Combination Stack/Loader that is parked in the Stacking Position

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Figure 3-86 Traveling Reclaim Hopper with a Belt Feeder

Figure 3-87 Dock Area with the Elevated Combination Stacker/Loader

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Figure 3-88 View beneath the “Bulged” Structure for the Elevated Combination Stacker/Loader

Figure 3-89 Holes Observed in Main Support Beams for the Structure Supporting the Combination Stacker/Loader

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Chapter 4 – Develop Master Plan for Port of Takoradi

4.1 Preliminary alternatives options

The master plan of Port Takoradi has been developed based on the cargo forecast for the year 2028 and the corresponding requirements for the port facilities, as addressed in Chapter 2. A summary, of the new berths to be added to the existing port by the year 2028 is shown in the Table 4-1 below.

Table 4-1 New Berth Requirements

Number Berth Water of Length Depth Cargo Berths m m Manganese Ore and Bauxites 1 300 12.0 Clinker 1 300 13.0 Manganese 1 300 12.0 Containers 1 360 12.0 Up to Oil Services 1 650 5.0 Up to 8.0- Oil Services 1 450 10.0

As suggested in Chapter 2, other commodities, such as cocoa beans, grains, rice, sugar, and other general and bulk cargos, will continue to be handled at the existing main pier.

Additionally, the following facilities shall be added to the port, as required:

• Breakwater extension • Paved operating areas • Conveyors for clinker, bauxites, and Manganese Ore • Railroad • Paved roads • Container yard

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To select the most technically and economically feasible master plan, three alternative port layouts have been developed and analyzed based on their construction costs and operational advantages and disadvantages. These alternatives are addressed below.

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4.1.1 OPTION A Port layout for Alternative 1 Master plan is shown on Fig.4-1.

A 600 m long breakwater is added to the existing breakwater, extending in the north- south direction. Adjacent to this breakwater extension, along its west side, a container terminal is located, including a 100 m wide by 360 m long reclaimed land area and a 360 m long wharf. The terminal is connected to a remote container yard on land by an approximately 2.5 km long, paved two-way road running on the existing breakwater.

West of the container wharf, across the 200 m wide port entrance, a 600 m by 120 m reclaimed land area is located, extending in north-south direction. This area accommodates a 600 m long wharf, including a berth for loading Manganese Ore and bauxites and berths for unloading clinker. At the north end of this land area, a 120m long berth is provided for the deep-draft oil services vessels. Manganese Ore will be delivered to the berth by railroad, which will require about a 400 m long extension from the railroad presently existing on the pier. Bauxites will be delivered to the berth by a system of belt conveyors. Added conveyors will include three straight portions with the total length of approximately 1,200 m, running from the shore end of the existing bauxite pier, and two transfer stations. Clinker will be delivered from the berth to the cement factory by truck.

Adjacent the north side of the existing main pier, a 100 m wide strip of land is reclaimed and a 600 m long wharf built along it, providing berths for the oil terminal and port service fleet. This land also provides room for the conveyors, the railroad, and the truck road.

At the west end of the existing port, a shallow water area approximately 360 m by 230 m in size will be filled and a 360 m long wharf built to create berths and operating space for oil services. In the past this area was used for handling timber logs, but is no longer in use. It appears to be expedient to fill it, and this has been proposed for all three alternatives of the master plan.

4.1.2 OPTION B Port layout for Alternative 2 Master Plan is shown on Fig. 4-2.

As opposed to Alternatives 1 and 3, Alternative 2 master plan includes dredging. An area north of the existing pier, approximately 360 m by 700 m is dredged to the water depth of 12 m. New land areas are reclaimed along the north and west sides of the dredged basin. A 120 m wide land area along the north side, adjacent to the existing pier, accommodates

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two bulk terminals. At the east end of this area, a 120m long berth is provided for the deep-draft oil services vessels. The reclaimed land at the west of the dredged basin accommodates a container terminal and provides an approximately 10-hectare area for a container yard.

This alternative requires approximately 700 m of conveyor extension for delivery of bauxites, and does not require any extension of the additional railroad for delivery of Manganese Ore.

To protect the new terminals, the existing breakwater is extended by 600 m.

To provide berthing and operating areas for the oil terminal and port fleet, a 60 m wide by 650 m long strip of land is reclaimed inside the port, along the north (inner) side of the breakwater. This area can also provide auxiliary space for the oil services, in addition to the 230 m by 360 m area at the west end of the port, as described above.

4.1.3 OPTION C Port layout for Option 3 Master Plan is shown on Fig. 4-3.

The concept of this alternative is based on creating a separate deep water harbor for containers and bulk cargos outside of the existing port. A new 1850 m long breakwater is built, branching from the existing one at the point of its turn and extending northeast and north, thus forming a new harbor. Land areas are reclaimed inside this harbor adjacent to the new and old breakwaters. A container terminal with a 360 m long berth and adjacent 100 m by 360 m operating area is located at the southeast side of the harbor. A bulk terminal, including two 300 m long berths and adjacent 120 m by 600 m operating area is located at the west side of the harbor.

A triangular reclaimed area located to the south of the new terminals, between the old and new breakwaters, provides auxiliary storage and operating area.

Similar to Alternative 2, a 60 m wide by 650 m long strip of land is reclaimed inside the existing port, along the north side of the breakwater, to provide berthing and operating area for the oil terminal and port fleet, and, possibly, oil services, in addition to the 230 m by 360 m area at the west end of the port, as described above.

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4.1.4 RECOMMENDATION FOR CONTAINER YARD DEVELOPMENT All three options lack space in the immediate vicinity in the proposed container berths. It is therefore necessary to have a remote container yard to be able to operate the container facility efficiently. Immediately to the north of the port area it appears from satellite images that an undeveloped area exists. This area is approximately 2 km from any of the proposed container berths. For alternatives 1 & 3, it is possible to have a segregated access between the container berth and the proposed container yard by a new road, which may or may not be used solely for this purpose. In alternative 2 it will be necessary to truck containers through the existing port area in order to transport them to/from the proposed container yard.

A specific advantage of the proposed container yard what is that it has direct access to the main entrance road in Takoradi and the main road interchange in the city.

The proposed container yard is only 12 hectares. Ideally, the size should be around 18 hectares. It will therefore be necessary to institute a strict dwell time policy of no more than 12 days dwell time. Over time it may be necessary to either enlarge this facility by taking in adjacent areas or to establish yet a more remote container yard outside the city of Takoradi for those containers that require very long dwell times.

4.2 Recommended Master Plan for 2028

The estimated capital construction costs for the three alternative plans are shown in the Table 4-2. below:

Table 4-2 Construction Costs Plan Cost $ Alternative 1 234,206,000 $ Alternative 2 277,794,000 $ Alternative 3 292,668,000

As seen from the table, Alternative 1 is the least costly one, while the cost for Alternative 2 is about 19% higher, and for Alternative 3 about 25% higher.

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From the operational point of view, Alternative 2 appears to be the most advantageous, due to the shorter travel for the bulk cargos and the proximity of the container yard (or part of it) to the berths. However, the disadvantage of this alternative is that it requires dredging, which not only increases the capital cost, but also creates an artificial depression of the sea bottom, which may accumulate sediments and thus require maintenance dredging.

The rocky sea bed at Takoradi is expensive to dredge. More importantly the fraction of the rock that need to be blasted with explosives cannot be readily determined in advance leading to a higher than normal uncertainty with respect to the cost of the project.

In consultation with GPHA Alternative 2 was selected to further development as described following.

4.3 Staging of the Master Plan

The master plan has 3 independent components: the expansion of the port to the north encompassing new wharfs for bulk and containers, and two areas within the existing port basin each labeled potential oil services. (See Figure 4-4)

All three areas can be developed independently in separate projects. The main project is the expansion of the port to the north upgrading all major bulk facilities and the handling of containers. The construction of this expansion will render the existing oil facility inoperable; indeed the main operational issue constructing the new facility is the maintenance of all existing ship traffic. A secondary operational issue is the maintenance of the barge traffic at the dedicated clinker and bauxite pier. A proposed new conveyor bridge is constructed 50 meters south of the barge berth making the operation of barges at the berth difficult but not impossible. Indeed, the barges may be accommodated on either side of this structure and operation on the north side of the structure is not impeded by the construction of the new facility.

It is proposed to construct the new facility with one single contract encompassing the entire facility. It would be possible to divide the contract into a contract for dredging the area to be deepened and another to construct the port facilities.

It would be necessary to dredge a trench for the construction of the block walls. The dredging contract itself is only for approximately 1 million m3 which is a relatively small contract. Dredging equipment is required to dredge the trenches for the block walls. It is therefore assumed in this master plan that a single contract will be let to build the expansion to the north.

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In addition to the major civil infrastructure such as the wharfs, the dredging, and the reclaimed land, there will be a need for equipment, warehouses, conveyors, and utilities. These items can be left to the tenants of each respective area to finance and construct or could be part of a turn-key package in which the new facilities are developed ready to use.

The maintenance of oil traffic will require that a temporary oil berth be constructed inside the port. It is envisioned that temporary pipelines will be run to a point east of the existing cocoa warehouse. The manifold should be set back as to not clutter the apron. Hose connections will be established each time a vessel comes to discharge oil. Following construction of the new facility, it is planned that the oil tankers be accommodated at the new bulk berths.

The existing oil pipelines will be extended to the 3 bulk berths and will be placed in a utility trench behind the berth line. The entire facility will be recessed.

The two areas labeled “potential oil services areas” may be constructed as open land areas to accommodate various tenants that wish to use Takoradi Port for oil services. It is noted that plans exist to locate oil services at other locations away from Takoradi. It is likely that all oil services will be centralized at one single location. Therefore, if Takoradi is not chosen for this service, these areas may be reclaimed for other purposes. The area shown on the inside of the breakwater can be constructed to offer depths ranging from 8 to 10 meters by only dredging a minimum quantity of rock. The area shows at the western end of the harbor basin exhibits rock elevations at -5 meters relative to datum. To provide deep berths at this location will require extensive rock dredging within the harbor basin. If oil services are not located in Takoradi, a possible use for this area could be for storage of containers. However in this event it must be determined whether the costs of filling this portion of the harbor basin can be justified compared to a container storage facility remote from the port.

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Chapter 5 - Facilities Engineering & Cost Development

5.1 Wharf Structures

New wharf structures are required for the proposed expansion to the north of the existing harbor in water depth up to 13 meters. Most of the existing port has been built using concrete blocks for the wharfs. An exception is the Manganese Ore wharf which is built on large diameter concrete piles. This wharf is now in critical condition and needs to be rehabilitated whereas many of the others wharfs made from concrete blocks are in good condition even though some of them are older than the Manganese Ore wharf. The seabed in Takoradi consists of rock. The rock is generally hard and of excellent quality. This means that piles must be drilled whereas the concrete blocks can be founded directly on the sea bed without concerns of settlement or geotechnical failure.

The new wharfs are being planned for a water depth of 13 meters. However, the Manganese Ore and bauxite berths and the container berths will only be deepened to 12 meters. If the need arises in the future these berths can be deepened to 13 meters without changing the structure.

5.2 Breakwater & Revetments

The existing breakwater has performed well. It is proposed to extend the breakwater with a 400 meter extension using a design similar to the existing breakwater with the rock of the armor layer on the order of 7-10 tonnes.

Alternatively an Icelandic type berm breakwater may be considered for the extension of the breakwater. See Figure 5-1. There is a roadway on the inside of the existing breakwater all the way to the breakwater head. This road would make it particularly easy to construct the extension as an Icelandic type breakwater. Both types of breakwater

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extensions can be built by using land based equipment only. However, for the conventional breakwater it may be advantageous to have a barge or jack up based crane assist in the placing of the armor stone.

Table 5-1 below shows the approximate quantities to build the extension for each of the two designs mentioned.

Table 5-1 Breakwater Quantities (13 m depth)

Rock class Conventional Icelandic m3/m m3/m 5 kg - 500 kg 455 5 kg - 1000 kg 457 200 kg - 1000 kg 55 26 1000 kg - 5000 kg 125 4000 kg - 6000 kg 85 Total 595 608

FIG .5-1

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5.3 Landfill

Potentially there are three landfills required for the expansion of the port see Figure 5-2:

• Basic expansion to the north, area 1

• Two areas labeled as potential oil services areas, areas 2 and 3.

The expansion to the north is discussed in the following. In order to make the expansion to the north, a small amount of dredging is required, approximately 500,000 m 3 . The total landfill requirement is approximately 5.5 million m 3 . This leaves a shortfall of 5.0 million m 3 .

Within 15 kilometers of the port, there are two suitable quarries for the supply of the fill. One of the quarries is at this time (March 2009) not in operation whereas the other is an active quarry. No specific investigations were made in connection with this project and reliance is placed upon information obtained from prior projects.

In connection with this project, the project team visited the Manganese Ore mine approximately 90 km distant from the port. This mine has approximately 10 million m 3 of tailings. The tailings were viewed by the project team and judged to be suitable for fill from a geotechnical point of view.

Statements by a mining company official indicate that there are no environmental problems with the use of this material however; this will need to be verified before the material is used.

There is a railroad between the port and the mine. However, the railroad will need to be upgraded both with additional rolling stock and with improvements to the track and signaling system before the railroad can be considered for transport of an adequate quantity of tailings to fill the areas in a reasonable time. The present capacity of the railroad is approximately 2 million tons per year between the Manganese Ore mine and port. The Manganese Ore Company only uses approximately half of this capacity. The transport requirement for landfill is approximately 7 million tons. Therefore relying on the railroad, as is, requires approximately 7 years transporting the material from Manganese Ore mine to the port.

To transport the material by truck will require approximately 20 trucks per hour 24/7 for a period of one year. This will significantly increase truck traffic in the Takoradi area.

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The two areas shown as potential oil service areas require smaller amounts of fill. Area 2 will require 0.5 million m 3 and area 3 requires 0.4 million m 3. Means to supply fill discussed above apply to these areas as well.

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5.4 Geotechnical Field Surveys

To support the design of the expansion recommended by this master plan, it is proposed that geotechnical surveys be made underneath the wharfs. The recommended extents of these surveys are shown in Figure 5-3.

A draft specification of these surveys is enclosed as Appendix A.

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5.5 Preliminary Design Criteria

Preliminary designs for each concept were developed using the below preliminary criteria. It is anticipated that final design criteria may differ somewhat from the criteria used for this analysis. Such differences may affect the actual cost of the quay wall, but they would not affect the conclusion regarding which is the preferred alternative. The preliminary design criteria are as follows:

• Mooring and berthing for container vessels ranging from feeders to Panamax

• Mooring and berthing for bulk carriers up to Panamax size.

• Rail mounted Panamax gantry cranes with an outreach of approximately 32 m, and a rail gage of 15 m or 18 m.

• A uniform live load of 150 kN/m2 waterside of the waterside crane rail and a uniform live load of 50 kN/m2 inshore of the waterside crane rail

• Live loads from bulk storage to be determined individually

• The waterside crane rail is located 5 m from the face of the quaywall

• Top of quay wall elevation is +2.5 m, and dredged depth elevation at the quaywall is - 13.0 m

• The quay wall will be founded on rock

• Live Loads are vehicles for containers and heavy load transport such as lift trucks, mobile cranes, straddle carriers, and tractor trailers

• Consideration of wave, wind, and current forces

• Consideration of lateral earth pressure and slope stability

• Consideration of erosion and corrosion

A number of internationally recognized design manuals and construction standards were used in developing these conceptual designs including:

• American Association of State Highway and Transportation Officials (AASHTO)

• American Concrete Institute (ACI)

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• American Institute of Steel Construction (AISC)

• American Petroleum Institute (API)

• British Standard Code of Practice for Maritime Structures

• International Navigation Association for Development of Modern Marine Terminals (PIANC)

• United States Naval Facilities Engineering Command Military Design Handbooks

The alternatives evaluated are presented below, with discussions of design, schedule, and cost considerations.

5.5.1 CONCRETE BLOCK A concrete block gravity structure concept is illustrated in Fig 5-4. After dredging, a gravel foundation bed is placed, followed by installation of large prefabricated concrete block units. Both un-reinforced solid and hollow blocks have been considered. Un- reinforced concrete blocks have the advantage over reinforced concrete blocks in that there will be no reinforcement subjected to corrosion. This results in a less maintenance intensive product with a long life expectancy. Hollow blocks may also be considered since they can be made larger than solid blocks without substantially increasing their weight. Therefore, for the same weight as a solid block, the hollow block creates a larger surface area of wall, resulting in fewer blocks being lifted with heavy-lift equipment. The hollow vertical cavities may be filled with either crushed stone or reinforced concrete, which could be installed using lower cost equipment. The blocks are typically sized with a design weight of approximately 70 tonnes. However, the contractor would have the option to fabricate larger, heavier blocks to suit the capacity of his construction equipment.

Blocks will be sufficiently large and heavy enough to withstand lateral loads resulting from soil pressure combined with additional surcharge, uniform live loads, mooring loads, crane loads, and wave loads. Scour protection at the toe would be provided. Geotechnical considerations for design include ground bearing pressure, lateral earth pressure, safety against sliding and overturning, and appropriate fill material and compaction methods behind the wall.

For comparison purposes only, the bare cost per linear meter of quay wall founded at - 13m, based upon using the solid precast blocks, is approximately USD $40,000.00.

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Figure 5-4 Concrete Block Quay wall (Illustration only, not applicable to Takoradi)

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Figure 5-5 Pile-Supported Platform Quay wall (Illustration only, not applicable to Takoradi)

5.5.2 PILE-SUPPORTED PLATFORM A pile-supported platform type quay wall is illustrated in Fig 5-5. It includes 915-mm diameter vertical and battered piles, with vertical pile loads distributed to all piles and lateral loads resisted almost entirely by the battered piles. The piles are precast and prestressed hollow concrete. The estimated bent spacing of the piles and pile caps is 7 m on center. Suitable expansion joints along the length of the superstructure would be provided.

This alternative requires that piles be embedded into the existing rock strata. Oversized holes must be predrilled to the established depth of embedment. The piles would then be secured in the holes using high strength grout, providing adequate bonding strength to resist design loads. The remaining superstructure construction could begin after the grout has properly cured.

The superstructure consists of either a continuous, monolithic, reinforced concrete flat slab, or pile caps with a composite deck slab. The flat slab concept is illustrated. Moment resisting connections have been integrated at the tops of all piles. Also, a thickened

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section has been incorporated to act as the crane rail beam. The composite deck slab option includes prefabricated, prestressed concrete planks topped with cast-in-place reinforced concrete.

The pile-supported platform quay wall alternative incorporates an appropriate underwater slope constructed from fill material. Graded riprap armor stone provides protection against erosion from wave action and turbulence from bow thrusters and stern propellers.

A sheet pile cut-off wall is also required for this design. The sheet pile used for the budget estimate is 500-mm thick precast concrete.

Some disadvantages of this concept are the requirements for steel reinforcement, and concrete pre-casting requirements. Steel reinforcement could present long-term corrosion problems, especially with prestressed elements. Precast products may also be difficult to obtain locally. Steel sheet piling, if used instead of concrete sheet piling, would also present a corrosion problem, and/or additional maintenance costs in terms of cathodic protection requirements.

This concept provides the advantage of a wave dissipating slope, which would tend to reduce the wave disturbance.

The approximate bare cost per linear meter of quay wall, for comparison purposes only, based upon using the pile-supported platform with 500-mm thick precast concrete sheet piling, is USD $50,000.00.

5.5.3 PRECAST CONCRETE CAISSON The concept which features large pre-fabricated concrete caisson units positioned on a gravel foundation bed is illustrated in Fig 5-6. The caissons would be prefabricated at a nearby location either inside the harbor basin in Takoradi or in the graving dock in Tema, towed to the site, lowered into position by controlled flooding, and filled with sand or gravel. After backfilling and compaction of fill material is complete, the top of the caisson units would be fabricated with reinforced cast-in-place concrete, followed by the crane rail support beam. The caisson units would be designed to resist lateral soil pressure combined with additional surcharge, uniform live loads, mooring loads, and crane loads. Scour protection along the toe of the caisson units is included in the design.

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Figure 5-6 Concrete Caisson Quay wall (Illustration only, not applicable to Takoradi)

This concept has the potential for requiring significant maintenance due to corrosion of the steel reinforcement in the caisson walls if proper quality control is not assured. Delivery and installation schedules could also be impacted by weather conditions and/or storm events due to the sensitivity of the installation procedure and the possible requirement for towing in the prefabricated units from a considerable distance away from the site.

The linear meter estimate of the cost of the caisson concept was developed based upon the same assumptions used for the other concepts. The cost reflects the need to provide work areas to fabricate the caissons and also includes the associated costs for outfitting the work barges to include the resources necessary for completing the work. The bare linear meter cost of the quaywall, for comparison purposes only, is approximately USD $55,000.00.

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5.5.4 EVALUATION OF CONCEPTS The various quay wall concepts were evaluated based on their relative costs, their technical advantages and disadvantages, and their ability to allow completion of construction within the time frame permitted for the overall project.

The recommended method of construction for the quay wall is a concrete block wall. At this time, it cannot be definitively stated whether the wall should be of solid or hollow block construction since, based on the information in hand, they are of approximately equal relative cost and the minimal differences in construction procedures do not differentiate their construction schedules. It is possible that the final design would be based on the solid block option but would permit the construction contractors to submit alternative tenders based on the hollow block option if that option is more suitable for their equipment and proposed procedures.

The concrete block type of quay wall construction is common to the area. It is familiar to the international contractors operating in the general vicinity of this project. In addition, the block wall construction maximizes the use of local materials and minimizes the need to rely on imported material.

5.5.5 FUEL BUNKERING No bunkering is provided; however, bunkering facilities can easily be provided at the bulk berth equipped for receiving petroleum products.

5.6 Preliminary Cost Estimates

Construction costs were estimated on the basis that construction is let on the basis of fully developed plans and tendered to international contractors. The cost basis is prevailing costs in West Africa in 2009.

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5.7 Offsite Road Improvements

5.7.1 LANDSIDE ACCESS The following baseline assumptions have been made in establishing the port related traffic:

• The port will, in general, operate 24/7/365

• No consolidation or “stuffing” of containers will occur within the port

• Container moves within the port will be primarily accomplished using yard handling equipment

Based on the baseline assumptions and shipping forecast, an estimation of the vehicular traffic (mainly truck traffic) demand for the port has been generated. These estimates deal solely with traffic generation from the port itself, and do not address traffic issues beyond the port gate.

5.7.2 MAJOR ASSUMPTIONS The road studied is the north entrance road. Using Google Earth, the length of roadway was estimated at approximately 1.8 km see Fig. 5-7. The Segment considered extends from the proposed new road in the proposed container yard to just north of the last skewed intersection (Port North Entry point).

The roadway cross section is composed of 2 - 3.6 m lanes and 1.5 m shoulders, is located in an urban setting, and determined to be a Class I highway. The traffic volumes were inferred from a report prepared by Halcrow 20061; volume of trucks on the new road 150,000 trips per year.

There are 5 possible access points within the segment considered or approximated 3 access points per km. The roadway is assumed to be a no passing zone. The base free flow speed for this type of facilities varies from 70 to 110 km/ hr. A conservative estimate of 85 km/hr was assumed, absent any field measurements.

1 APM Terminals Takoradi Port and Container Terminal (Halcrow 2006) Property of APM Terminals. Confidential.

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5.7.3 METHODOLOGY The calculations are based on the latest Highway Capacity Manual published by the U.S. Transportation Research Board in year 2000 (HCM2000). This yielded an estimated 172 vehicles per hour, 10% of which are trucks, with a 50/50 directional distribution.

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5.7.4 CONCLUSIONS Given the stated assumptions, the Level of Service (LOS) for the year 2028 was determined to be LOS = C.

5.8 Rail Improvements

The railroad has ample operational areas in Takoradi for both the existing operations and for potential future operations foreseen in this master plan. A spur will be built to permit the Manganese Ore trains to discharge into a rotary dumper immediately adjacent to the Manganese Ore berth. A single track rail leads to the dumper splitting into two tracks beyond the dumper. The layout of this spur is such that the train needs not stop at any time where it will block any road inside the port.

This new rail spur will be an extension of the existing rail spur to the existing Manganese Ore berth.

It is foreseen that the receipt of bauxite will continue to take place as it takes place now and at its present location.

It should be noted that the master plan provides for the possibility of extending the railroad tracks into the container storage area. Consequently, it will be possible for the railroad to offer in the future the transportation of containers directly from the container berths at Takoradi to destinations served by the railroad provided it acquires the appropriate required rolling stock and upgrades to the track beds to provide reliable service.

5.9 Electrical Supply

The electrical supply (See Figure 5-8) to the expansion has been developed on the assumption that a nearby (within 1 km of the port) hv substation exists. The offsite power is stepped down to a local distribution voltage of 11kv for distribution to the new equipment such as cranes and conveyors. Due to perceived problems with the reliability of the electric supply a 2mw backup power plant is also provided.

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Chapter 6 – Implementation Planning

6.1 Bulk berths

Major repairs are required to the Manganese Ore berth. These repairs will likely require a relocation of the Manganese Ore export for a protracted time of 6-10 months. It may be possible to repair the Manganese Ore berth by taking short sections out of service at a time and repair them sequentially. Some inconvenience to the ship loading will then be experienced and it may be necessary to move the ship during the loading process.

In this manner, it might be possible repair the Manganese Ore berth while it remains in service. The contractor will need to be compensated for the time that he can not work on the berth when a Manganese Ore vessel occupies the berth. Therefore, the overall costs for repairing the Manganese Ore berth will be increased if this is done.

It is an absolute requirement that the inspection by the Dutch firm Deltamarine made in 2004 of this berth be repeated. That survey stated that the berth might collapse by 2008. A very large risk is incurred by continuing to operate this berth. It is therefore necessary to establish that it is safe to continue to do so.

If it is deemed safe to continue to operate the Manganese Ore berth for 2 or 3 years, then the optimal procedure is to construct the new Manganese Ore berth as indicated on the plans, relocate the Manganese Ore operations to the new berth and then close the existing berth. The optimal way ahead in this case is to immediately engage in the design of the new facilities, contracting for the proposed expansion to the north, and building them. The building of the new facility will not interfere with existing ship traffic in the port except for the oil terminal. It will be necessary to abandon the oil terminal almost

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immediately upon start of construction of the new facilities. Therefore in order to continue the receipt of petroleum products in the port of Takoradi, temporary pipelines will run to the cocoa berths. It is anticipated that the pipelines will be terminated more or less at the edge of the cocoa storage building. The temporary pipelines may be buried in the wharf or may be on top of the wharf with short bridges for vehicle traffic to cross the pipelines.

If the Manganese Ore berth is deemed unsafe it may be possible to secure it’s continued near term use by supporting the rear of the terminal by use of steel piles placed through temporary holes in the deck.

Whenever petroleum is to be received, the petroleum tanker will go to the berth immediately adjacent to the temporary manifold. Rubber hoses will then connect the manifold to the tanker. The tanker will discharge its product normally as if it was berthed at the oil terminal.

In the implementation planning, it needs to be determined whether GPHA will provide only the basic infrastructure i.e. the landfill and the associated wharfs or whether all infrastructures required are also supplied by GPHA.

In order to implement this project successfully, it is vital to have detailed agreements with each of the main users of the new facilities namely the Manganese Ore Company, Bauxite Company and the Cement Company.

As noted later in this report, it may be necessary for the Ghanaian state to subsidize this project in order for it to be financially viable. It is therefore important that agreements be established with the three companies prior to undertaking this project covering future port dues and the extent to which the companies must finance equipment and utilities.

6.2 Container Facilities

It is proposed to consolidate the container operations into one modern container berth see Fig.6-1. Due to the very low quantity of containers being processed in Takoradi, it is necessary to find low cost ways of providing the required equipment. It is also necessary acquire equipment over time as traffic increases.

It is proposed to equip the berth with 15 meter gage container gantry cranes.

This is proposed in order to acquire inexpensively used equipment with the 15m gauge.

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Alternatively or in addition it may be considered to acquire one or more mobile cranes of the Gottwalt type equipped to transfer of containers and dry bulk

In this manner, the costs will be shared between the cement plant and the container operations, with operational benefits to both parties. As the traffic in Takoradi increases, additional cranes will be acquired and it is foreseen that no more than 2 cranes will be equipped to be able to both assist in handling containers and unloading of clinker and other cement raw materials.

Due to the constrained space at Takoradi, it is recommended to equip the container yard with rubber tired gantries (RTG) for the stacking and storage of containers. It is not recommended to equip the yard with a full complement of RTGs from the outset but rather start with 3 or 4 RTGs and then as traffic increases add additional units. In order to operate the system efficiently, it is necessary to control dwell time as discussed in the following.

6.2.1 CONTAINER YARD CAPACITY ANALYSIS Container yard capacity is a function of many factors from the type and size of containers to the operational layout and equipment utilized. Dwell time, the average time a container remains in the stacking area waiting for import or export, is a key element when calculating a terminals actual throughput capacity during any given period. As the port’s container volume grows, the dwell time will change as customers will need additional “storage” space for their containers and they traditionally look for the terminals to be their “off site” storage container yards.

High stacking density in the container yard is required due to space constraints at Takoradi. Therefore low density operational schemes were not considered. Rail Mounted Gantry cranes were not considered due to their higher cost and reduced flexibility. Consequently this analysis focuses on the application of Rubber Tired Gantries (RTG) to the container yard in the Port of Takoradi.

For the purposes of this analysis, focus will be placed upon three specific areas of capacity, maximum capacity, effective or operational capacity, and capacity, as it relates to moves over the quay. To obtain the capacity in regards to moves per year across the quay, dwell times of 14, 10 and 7 days were applied with a 20’ / 40’ container ratio of 80% x 20’ and 20% x 40’, to obtain the lifts in relationship to Total Grounded Slots (TGS).

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Table 6-1 Terminal Layout: Total Grounded Slots Terminal Layout Alternative Analysis

Total Grounded Slots (TGS)

All Stacks Layout Reefer Type TGS

RTG 1 – 6 * RTG 1788 60

RTG 1 – 7 RTG 2107 70

* shown on drawing (stack 6 wide)

Table 6-2 Terminal Layout: Maximum Layout Alternatives Analysis Terminal Layout Alternatives Analysis

Layout Nominal (Maximum) Capacity

All Stacks Layout / Ht Reefers Included Type TEU

RTG 1 – 6/5 RTG 6 x 5 8,940 180

RTG 1 – 6/6 RTG 6 x 6 10,728 240

RTG 1 – 7/5 RTG 7 x 5 10,535 210

RTG 1 – 7/6 RTG 7 x 6 12,642 280

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Table 6-3 Terminal Layout: Effective Layout Alternatives Analysis Terminal Layout Alternatives Analysis

Layout Effective (Operational) Capacity

All Stacks Layout Reefers Included Type TEU

RTG 1 – 6/5 RTG 6 x 5 6,705 180

RTG 1 – 6/6 RTG 6 x 6 8,046 240

RTG 1 – 7/5 RTG 7 x 5 7,901 210

RTG 1 – 7/6 RTG 7 x 6 9,481 280

Table 6-4 Terminal Layout: Effective Capacity over the Quay (14 Day Dwell Time) Terminal Layout Alternative Analysis Effective Capacity Over The Quay (7 Day Dwell Time)

Lifts Total Capacity Layout Type Over Quay Lifts Dry Reefer

RTG 1 – 6/5 RTG 6 x 5 161,564 4,680 166,244

RTG 1 – 6/6 RTG 6 x 6 194,480 6,240 200,720

RTG 1 – 7/5 RTG 7 x 5 190,320 5,460 195,780

RTG 1 – 7/6 RTG 7 x 6 229,112 7,280 236,392

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Table 6-5 Terminal Layout: Effective Capacity over the Quay (10 Day Dwell Time) Terminal Layout Alternative Analysis Effective Capacity Over The Quay (7 Day Dwell Time)

Lifts Total Capacity Layout Type Over Quay Lifts Dry Reefer

RTG 1 – 6/5 RTG 6 x 5 223,704 6,480 230,184

RTG 1 – 6/6 RTG 6 x 6 269,280 8,640 277,920

RTG 1 – 7/5 RTG 7 x 5 263,520 7,560 271,080

RTG 1 – 7/6 RTG 7 x 6 317,232 10,080 327,312

Table 6-6 Terminal Layout: Effective Capacity over the Quay (7 Day Dwell Time) Terminal Layout Alternative Analysis Effective Capacity Over The Quay (5 Day Dwell Time)

Lifts Total Capacity Layout Type Over Quay Dry Reefer

RTG 1 – 6/5 RTG 6 x 5 323,128 9,360 332,488

RTG 1 – 6/6 RTG 6 x 6 388,960 12,480 401,440

RTG 1 – 7/5 RTG 7 x 5 380,640 10,920 391,560

RTG 1 – 7/6 RTG 7 x 6 458,224 14,560 472,784

As can be seen from the charts above, terminal throughput capacity is driven by the dwell time. Controlling dwell time as the volume grows will be critical to effectively handling

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increased volumes over time. The above effective capacities allow for a 25% peak factor for vessel bunching and/or a seasonal surge factor.

6.3 Oil Services Facilities

The implementation of the potential oil services facilities areas will be a response to a defined need for these facilities. It is therefore recommended that GPHA undertakes a marketing effort to the oil services companies that may be interested in establishing a base in Ghana. It is further recommended that the reclaiming of these areas only be undertaken when a sufficient level of interest from the oil services companies exists. It is proposed that GPHA contracts with oil services companies for at least 50% of the area to be reclaimed before taking on such projects. The actual implementation should be guided by the needs of the oil services companies. Some may require only open areas while others may require tanks and/or buildings. However, it is recommended that GPHA only develops and leases raw land to these tenants rather than engaging in providing turn key facilities.

6.4 Other Port Facilities

No other port facilities are foreseen in this master plan. Adequate access roads exist to the port. It is not foreseen that these roads will become congested within the period covered by the master plan. Remote parking areas for trucks that come into the port and can not be serviced in a short amount of time may be required. With modern communication and control systems, it is possible and recommended that parking areas for incoming and possibly outgoing trucks be established outside the city of Takoradi. However, no such area is identified or planned as part of this effort.

6.5 Key Success Factors

All three bulk commodities handled at the port of Takoradi will benefit from the proposed master plan. The largest benefit accrues to GHACEM of importation of clinker and other cement raw materials. The only other existing traffic which will significant benefit from the execution of the master plan is the container traffic.

The calculated rate of return on this project is probably insufficient to entice a private investor to undertake and execute the plan on a BOT basis. It will be of the utmost

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importance that the primary beneficiaries of the plan in particularly GHACEM will enter in a take or pay for the use of the new facility.

Public subsidy may be required. Such subsidy can be for example made on the basis of guaranteed minimum revenue to the developer of the new facilities. In the event the revenue falls short of this guarantee, then GPHA and/or the state make up for the shortfall.

The construction of the oil services facilities is likely to be highly profitable for someone developing these facilities. A portion of the revenue from the oil services facilities will float to the GPHA as rent. Given that the facilities to be ceded to the oil services companies are currently unproductive; this revenue stream represents a windfall for the authority.

Given that the extent of the need of oil services facilities is very uncertain, it can not be stated whether or not this revenue source can be used to subsidize the expansion of the port.

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Chapter 7 – Environmental Impact Analyses

7.1 Background

The Government of Ghana (GoG) is currently supporting a Port Development Strategy (PDS) which addresses private participation in the ports, development of Freeport zones, modernization of customs practices, and transportation infrastructure modernization and alignment. The Ghana Ports and Harbors Authority (GPHA) is integral to the implementation of the PDS. In order to execute its responsibilities most effectively, GPHA is transitioning from an operating Port Authority to a Land-lord Port Authority. As a Land-lord Port Authority, GPHA would own the physical infrastructure of the port, but work with private investors to operate those assets. As part of the PDS, a Master Plan is being prepared for the modernization of both the Takoradi and Tema ports. The modernization works is envisaged to bring the existing infrastructure and facilities at both ports to a state-of-the-art level, which would include extensive physical development works at both ports.

7.1.1 PORT OF TAKORADI

The Port of Takoradi is located 228 Km west of Accra, the capital city of Ghana and 300 Km east of Abidjan, capital city of Cote d’Ivoire. The Port was built as the first commercial Port of Ghana in 1928 to handle imports and exports to and from the country. The Port handles both domestic and transit cargoes and currently handles about 600 vessels annually, which is 37% of total national seaborne traffic, and 62% of total national export and 20% of total national imports annually.

The main exports are Manganese Ore, bauxite, cocoa beans and forest products mainly sawn timber. The main imports are clinker, containerized cargo, lime products and petroleum products and wheat. Takoradi Port is well connected to the hinterland which makes it a preferable route to the northern parts of the country and beyond to countries

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like Burkina Faso, Mali and Niger. Almost 160,000 metric tones of cargo are handled for these landlocked countries in addition to Benin and Cote d’Ivoire.

The port has a covered area of 140,000 m2 and an open storage area of 250,000 m2. The container holding capacity is in excess of 5000 TEUS and also 100 reefer points for storing refrigerated containers. A gamma ray container scanner is operational at the port to facilitate clearing of containers. It has a wide range of water crafts supporting its operations including tugboats, lighter tugs, a water barge and a patrol boat.

The Port of Takoradi, however, has seen little infrastructural improvement and no terminal expansion over the years. No dedicated container facility exists in the port. Containerized cargoes are currently handled over general cargo docks by ship’s gear. Further, inadequate water depth requires that dry bulk vessels anchor in the port and offload to barges to lessen vessel draft prior to proceeding to dock. This operational inefficiency adds significant cost to operations and vessels congestion in the port.

Lying 25 km to the East of the commercial Port of Takoradi is the Albert Bosumtwi Sam Fishing Harbour built in 1999 with assistance from the Government of Japan. The fishing harbor was built to promote the fishing industry in the Central and Western Regions of the country. The breakwater extends to a distance of 200 m. Key facilities include a 50 m landing wharf with a draft of 3 m and a lay-by wharf of 115 m with a daft of 2 m. It has a canoe jetty of 80 m, a fish handling shed and an ice-making plant. The vessels are in three categories: steel vessels (20-30 m), inshore wooden vessels (15-18 m) and dug-out canoes of various sizes measuring between 5 – 20 m.

7.2 Project Objectives and Justification

7.2.1 OVERVIEW AND JUSTIFICATION OF THE PROJECT

The proposed project aims at providing master plans for the Port of Takoradi.. The master plan has three main components comprising:

1. Analytical Assessment of Ghana’s Port Capabilities, Performance, and Market,

2. Review and Realignment of Ghana Port Goals and Strategies,

3. Development of Master Plan for the Port of Takoradi.

The Master Plan involves re-vamping of the entire Port of Takoradi which has seen very little development for several decades. A significant aspect of the Master Plan would be

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the expansion of the facilities to accommodate larger vessels and providing modern berths at the Port of Takoradi.

The improvements to the port of Takoradi are justified not only by the rapidly increasing traffic and demand for services at Ghana’s ports, but also by the more private sector approach to infrastructure development that the Government of Ghana has embraced. The recent discovery of off shore oil in commercial quantities has placed greater urgency on the need to further develop the Takoradi port. Over $100 million in public and private investment has been spent on port facilities in Ghana in recent years, demonstrating the high priority being given to port facilities by the Government, and the high level of interest from the private sector.

Ghana is one of the rapidly growing economies in West Africa. The nation’s seaborne traffic has grown substantially since 1999 when violence erupted in neighboring Cote d’Ivoire causing much traffic to be moved through Ghana as an alternative route. The Government of Ghana views an efficient port system as crucial to its plans to become the trade and investment gateway to West Africa.

The proposed project will provide huge benefits to the country. Besides economic gains, there would be significant social benefits including the provision of jobs and job security to many Ghanaians during the constructional and operational phases of the project.

7.2.2 PORT OF TAKORADI

For the Port of Takoradi, two possible actions are proposed to increase the vessel size able to call. These are deepening of the port and the entrance channel or provide a new berth in deeper water offshore for dry bulk. The first option would require one or more of the following:

• Deepened and widened entrance channel

• Deepened port basins

• Larger turning basins

• Possibly new or extended breakwaters

• Wharves designed and extended for the near depth

• Loading and discharge equipment for larger vessels.

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It is envisaged that integral components of this project comprises a container berth expandable to two berths with cranes, three bulk goods berths, , multi-purpose berths, and cargo handling equipment.

7.3 Purpose and Objectives of the Preliminary Environmental Assessment

The port expansion activities would have some impacts on the environment. The purpose and objective of the Preliminary Environmental Report (PER) is to identify and examine the core environmental issues associated with project implementation based on the proposed tasks in the Master Plan. Depending on scale and magnitude of identified issues, a full environmental impact assessment (EIA) study will be recommended and an environmental assessment (EA) report as required by EPA Act 1994 (Act 490) and Environmental Assessment Regulations, 1999 (LI 1652) will be prepared.

7.4 Legal and Regulatory Requirements

Ghana has introduced environmental assessment legislation and regulations that enable the Government to limit and control developments that can be considered to have, or be capable of having, a significant effect on the environment. The relevant Ghanaian laws and legislative instruments relevant to the proposed development are:

• Ghana Ports and Harbors Authority Law 1986, PNDC Law 160;

• Ghana Investment Promotion Centre Act 1994, Act 478;

• Environmental protection Agency Act 1994, Act 490;

• Environmental Assessment Regulations 1999,LI 1652;

• Environmental Assessment Regulations (Amendment) 2002, LI 1703;

• Ports Regulations, 1964, LI 352;

• Factories , Offices and Shops Act 1970, Act 328

• Factories, (Docks Safety) Regulations, 1960;

• The New Labor Act 2003, Act 651;

• The Fire Precaution (Premises) Regulations 2003, LI 1724;

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• Ghana Maritime Authority Act 2002,Act 630;

• Ghana shipping Act 2002, Act 645.

• Oil in Navigable Waters Act 1964, Act 235; and

• Relevant international conventions such as MARPOL, ISPS etc

7.4.1 ENVIRONMENTAL PROTECTION AGENCY ACT 1994

This Act covers the establishment of the GEPA, powers of the GEPA (particularly regarding environmental enforcement and control), establishment and operation of a national environmental fund, and general administration and operation of the GEPA.

7.4.2 ENVIRONMENTAL ASSESSMENT REGULATIONS 1999

This is the key environmental assessment Regulation as it outlines the requirements for registration of projects and issue of Environmental Permits (EPs), along with the procedures for the submission and review of EIA Scoping Studies, Preliminary Environmental Reports (PERs), and Environmental Impacts Statements (EISs). It also covers key issues such as allowable period for the determination of an application, requirements for a public hearing, validity period for an EP, and requirements for Environmental Certificates, Environmental Management Plans (EMPs), and annual Environmental Reports. Schedule 2 of the Environmental Assessment regulation 1999, requires a mandatory EIA for projects that are involved in dredging, coastal land reclamation, construction of ports and any port expansion involving an increase of 25% or more in annual handling capacity.

7.4.3 ENVIRONMENTAL ASSESSMENT (AMENDMENT) REGULATIONS 2002

This Regulation amends the Environmental Assessment Regulations 1999 by providing updated information on environmental processing charges, permit fees, and certificate fees that need to be paid by a project proponent at various stages within the EIA approval process.

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7.4.4 GHANA MARITIME AUTHORITY ACT 2002, ACT 630

The Ghana Maritime Authority Act 2002, Act 630 has been enacted establishing the Ghana Maritime Authority which will advise government on Maritime matters and assist the Ministry of Harbour and Railways to formulate policies, monitor, regulate and coordinate activities and programs of the various sub-sectors in the maritime industry.

7.4.5 GHANA SHIPPING ACT 2002, ACT 645

The Ghana shipping Act 2002, Act 645 has been enacted to replace the erstwhile Merchant Shipping Act 1963, Act 183. These are all geared towards the overall restructuring of maritime administration in the country and implement the provisions enshrined in the Port regulations 1964, LI 352.

7.4.6 GHANA PORTS AND HARBORS AUTHORITY LAW 1986, PNDC LAW 160

The Ghana Ports and Harbors Authority Law 1986, PNDC Law 160 mandates the Ghana Ports and Harbors Authority (GPHA) to plan, build, develop, manage, maintain, operate, and control Ports in Ghana. The law enjoins the GPHA among other functions to:

• Provide port facilities as appear to it to be necessary for the efficient and proper operation of the port

• Maintain the port facilities and extend and enlarge any such facilities as it shall deem fit;

• Regulate the use of any port and of the port facilities; and

• Maintain and deepen as necessary the approaches to, and the navigable waters within and outside the limits of any port, and also maintain lighthouses and beacons and other navigational services and aids as appear to it to be necessary.

These regulations ensure that environmental and socioeconomic management decisions are integrated at the planning stage of projects, aiding in the early identification of potential impacts and the mitigation of any adverse impacts.

In compliance with the GEPA environmental regulations, this report provides preliminary environmental impact analysis of the biophysical and socioeconomic environment of the projects as conceived in the Master Plans. The objective of this preliminary environment report (PER) include, inter alia:

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• Providing the proponents with the major potential environmental issues and baseline conditions (where available) for the proposed activities.

• Identify potential impacts and possible mitigation measures.

• Propose plans to manage the identified impacts resulting from the project.

The project proponent and its consultants are expected to be committed to the environmental issues identified within the framework of local, national and international rules and regulations governing undertakings. This commitment includes carrying out the undertaking in such a manner as to leave minimal adverse environmental footprints whiles maximizing positive impacts of the project.

7.5 Takoradi Port

The existing Takoradi Port layout is shown in Figure 7-1. The port currently covers a total area of approximately 47.4 hectares. The Ghana Ports and Harbour Authority (GPHA) reports handling statistics for seven berths in the port; Berth No 1 through Berth No 6, Oil Berth, Clinker Jetty and Bauxite Berth. There are also two buoys in the deeper eastern section of the harbor basin used to load bulk carriers. A summary of the port’s key maritime infrastructure components is given in Tables 7-1 and 7-2 and comprise the Manganese Ore Wharf, Berths 2, 3, 4 and 6, the Clinker Jetty (including the Bauxite Berth) and the Oil Berth. Berths 5 and 6 on the layout drawing are considered as one berth by GPHA in their port statistics.

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Table 7-1 Description of berths

Wharf Length of Berth (m.) Depth Limit 2 153 9.0 3 153 9.0 4 --- 9.0 5&6 225 10.0 Manganese Ore berth 157 8.6 Bauxite berth 170 9.3 Oil berth 120 8.4

Table 7-2 Description of buoys

Buoys Length (m.) Depth (m) 1 --- 9.0 3 203 (Ship max. 185) 9.0 6 174 (Ship max. 150) 9.0 7 150 (Ship max. 120) 10.0 9 92 5.5

The maximum drafts at the wharf and buoys are 10 m and 11 m respectively. At high tide, the draft at the berths and buoys increases by 1 m.

The vessel repair section comprising the slipway and dry-dock are being modernized and expanded. The slipway is being expanded to accommodate vessels up to 500 tonnes deadweight and a length of 40-45 m. The dry-dock is being expanded to a length of 55 m. and breadth of 14.5 m (Figure 7-5).

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Figure 7-1 Layout of Port of Takoradi

7.6 Project Life Cycle

The description below for the life-cycle of the project is indicative and only provides in broad terms anticipated issues that may crop up. A more specific description will be provided when the final engineering plans are completed for the project.

The expansion works at the Takoradi port are expected to involve extensive physical development including dredging operations and constructional activities. It is also anticipated that during normal operation after construction, there will be an increase in maritime traffic at the port, resulting in significant increases in utility consumption, human populations and pressure on natural systems. The potential impacts at each stage of the project cycle for the Takoradi port is discussed in the proceeding sections.

7.6.1 CONSTRUCTION PHASE The constructional phase of the proposed project at Takoradi is expected to include construction and dredging activities. The key activities that is expected to be undertaken

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include dredging to deepen the port basin and widen port entrance, increase turning basins, construction of new breakwaters, extension of existing breakwaters, construction of new wharves, construction of new container berths, bulk goods berths and other berths as deemed necessary. The port will also be equipped with facilities for handling cargo including the installation of state-of-the-art cranes and new container terminals. It is also anticipated that for the Takoradi port there will be filling of port area with dredged materials, thus extending port seaward.

7.6.2 OPERATION PHASE The operational phase will see an increase in vessel activity in the ports. Significant increases are also expected in cargo volumes and the workforce in the ports. Increases are also expected in utilities (such as water and electricity) consumed and the amount of wastes generated from the facility.

7.6.3 TERMINATION/DECOMMISSIONING PHASE The expansion of the ports will include fixed and mobile structures which are expected to have lifespan of several decades. However, should any of the structures and the facility become dysfunctional; these are expected to be de-commissioned in conformity with internationally acceptable practice.

7.7 Baseline Data and Assessment Methodology

7.7.1 EXISTING ENVIRONMENTAL DATA AND INFORMATION The existing environmental data and information for Takoradi Port was obtained from literature of existing studies, during field visits and personal interviews. These include the WAGP Draft Final EIA (WAPCo, October 2004) and Development Study of Ghana Sea Ports in the Republic of Ghana (JICA, February 2002), the 2000 Ghana Census Data and other environmental reports. Additional information was obtained from the Ghana Ports and Harbors Authority website.

7.7.2 LAND USE The Takoradi Port falls under the administrative jurisdiction of the Shama Ahanta East Metropolitan Assembly (SAEMA). The District has about 2,500 ha used for residential development and 17,000 ha used for agriculture Figure 7-2. The main settled areas are the

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twin towns of Sekondi and Takoradi. Most of the governmental offices including the office of SAEMA are located in Sekondi while Takoradi serves more as the commercial centre. The north-eastern part of the Port is quite developed. A flour mill, a clinker jetty feeding the clinker to the cement factory (GHACEM) are all located to the north-east boundary of the port.

A small fishing jetty is located to the immediate north of GHACEM and the small bay is used to repair small steel hulled fishing boats. A bauxite storage facility adjoins the railway lines to the north of GHACEM and stockpiles the bauxite transported by rail from mines from the hinterland.

Lying between the Port and New Takoradi is the Butua Lagoon which has intermittent flushing into the sea at high tides and in the rainy season Figure 7-3. Part of the informal settlement of New Takoradi directly adjoins the lagoon. Solid waste often is dumped directly into the lagoon. Drainage from an abattoir also flows into the lagoon near its entrance to the sea.

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Figure 7-2 Land use map for the broader Sekondi-Takoradi area

620000 640000 660000

% Shama

120000 Inchaban 120000

#

% Abuesi

% % Aboadze

Anankwari Lagoon Kojokrom #

% Ngyiresia % Albert Bosumtwe-Sam a 100000 #%% n e 100000 Fishing Harbour u i Old Quarry G o f f # l Anaji Sekondi Adiembra% G u # # Asaka Sekondi # Effia Effia Nkwanta

# Nkontompo Lagoon

# Kwesimintsim Legend % Project Ar ea # Loc ation %Poase Apremdo # Other Settlements # Beach Resort % New Takoradi # Quarry % Ther mal Pl ant # % 80000 Apowa Railway line 80 0 0 0 Takoradi % Takoradi Harbour Tr unk Road Produced by Feeder Road / Track CE RS GIS Univ ersit y of Ghana % Lagoon Legon Funko # Amanfilkuma 1012KilometersN Major Settlement For E S L # Adjua 1:100000

620000 640000 660000 LANDUSE MAP OF SEKONDI TAKORADI AREA

Figure 7-3 Activities along the Butua Lagoon and adjoining beach

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The Butua Lagoon extends around 2 km inland and is surrounded primarily by grassland. Tank farms for fuel storage are located close to the banks of the wetland. A couple of sawmills and other small industries fringe the dry land ward portions. North of the lagoon is located the New Takoradi township which is densely developed with informal development (squatters) adjoining the beach. Fishing activities dominate the shore with smaller canoes being stored and repaired on the beach. The key concerns are the need for urban infrastructure improvements particularly drainage, solid waste management and sewerage treatment. A project aimed at improving the urban environment has been commenced by SAEMA with external support. The project is targeting improvements particularly in regard to solid waste management, drainage and sewerage and land tenure. Figure 7-4 shows a number of photos that illustrate aspects of the existing land uses

Figure 7-4 Shots of Takoradi Port, bauxite storage facility in the foreground, (L-R) Slaughter house at New Takoradi, Canoe bay and air pollution from slaughter house.

The coastal edge to the north of New Takoradi but south of Nkontompo is a mixture of sandy beach and rocky headland. Several houses have been lost to erosion and some houses were relocated in the 1960s due to vulnerability to coastal erosion. Similarly Nkontompo has a mixture of formal and informal development and also experiences the urban problems of solid waste management, sewerage collection and treatment, and poor drainage. Between the Fetish Rock and Sekondi the coastline is almost completely supported by coastal protection measures. A rock revetment lines the coastline from the village of Asamang through to Sekondi Naval Harbour, a distance of around 3.5 km. The coastal defense wall consists of large granite boulders. No access to the sea can be obtained along this wall hence fishing activities are nonexistent. North of Sekondi, the coastline is dominated by the Sekondi Naval Harbour and Albert Busomtwi-Sam Fishing Harbour.

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Urban development consisting of residential dwellings, tourism and leisure establishments such as hotels, bars and a golf course constitute the main dominant features lying southwest of the main breakwater of Takoradi Port.

An important feature east of the Port at Aboadze is the Takoradi Thermal Power Plant. The thermal power plant is fired with crude oil but it is expected to be gas fired when the West African Gas project become fully operational. The crude oil is delivered through a single point mooring 2 km offshore by tankers.

From the point of view of land use and planning, it is important that any expansion of urban development around Takoradi does not impose development or operational constraints on either the existing Takoradi Port facilities or those proposed.

7.7.3 WATER USES The main water uses are shipping vessels related to the Port and fishing vessels ranging from canoe to steel hulled dragnet fishing boats. Conflict between large and small vessels may occur especially when the smaller fishing canoes drift near the port entrance or when they use the calmer waters in the lee of the breakwater to fish. Some swimming onshore does occur in the beaches near the Port. The Butua lagoon is used for fishing and crab trapping on a subsistence scale. It also serves as a sink for drains from the Effiakuma area.

7.7.4 SOCIO-ECONOMIC ENVIRONMENT Takoradi, being the oldest port in the country, has along history of commerce and government administrative jobs being the socio-economic backbone of the SAEMA District. This attribute is reflected in the demographic and socio-economic profile of the communities living and working within the SAEMA District.

SAEMA District is an urban settlement with a population density of about 960 per km2 which is higher than the regional and national average. About 75% of the population is literate. The SAEMA District has higher levels of education attainment than the national and regional average. These levels reflect the commercial, regional headquarters, and the Port where higher skilled professions are employed. The urban nature of the District is again illustrated with only around a fifth of the population employed in agriculture.

Nearly all the population within the SEAMA District has access to piped water (87%) and electricity (83%), both of which are twice the national averages. Sewerage and drainage are of major concern. From, the Ghana Government Statistical Survey of 2000, only 23% have access to a WC (in their home) and this is triple the national average,

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nearly half of the population in the District are reliant on public toilets (about 46%) compared to around a third of the population nationally. Around 10% of the population has no toilet facilities, and beaches and rocky headlands are used in the absence of no or poorly maintained public toilets.

Health facilities in the District consist of the Effia Nkwanta Regional Hospital in Sekondi, Takoradi Hospital and polyclinics in Kwesimintsim and Essikaido together with community health centers and maternity clinics. Several privately owned clinics and hospitals supplement the public ones.

Fishing is an important economic activity along with the manufacturing, transportation and the service sectors.

The Shama Ahanta East Metropolitan Assembly (SAEMA) has a long history of fishing. Fishing is one of the main economic activities of the people in the Assembly. All aspects off fishing, artisan, semi-industrial and industrial fishing activities are undertaken in the SAEMA. Over the years the number of canoes increased from 887 in 1995 to 1424 in 2007. The breakdown of the canoes is as follows:

Table 7-3 Fishing Vessels Purse seines 522 Beach Seine 32 Set Nets 544 Hook & Line 71 Drift Gill Net 255 Total 1424

In addition there is about 100 semi-industrial vessels, 15 industrial trawlers, and 4 shrimpers in the port of Takoradi. It is estimated that there are 14,920 active fishermen in the SAEMA and they are as follows:

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Table 7-4 Fishing Personnel Artisan fishermen 11,200 Semi-Industrial fishermen 3,000 Industrial Trawler 600 Shrimpers 120 Total 14,920

Fisheries in SAEMA also support directly some industries. There are 30 cold stores and ice making plants operating in the SAEMA for storage and preservation of fish both at sea and on land.

7.7.5 CULTURAL HERITAGE AND ARCHAEOLOGY Within SAEMA District are the following buildings of historic relevance:

• Fort San Sebastian (Shama) used as a court, post office and City Council office • Fort Orange (Sekondi) built in 1640 and used as a lighthouse by GPHA • Egyam Grotto • Buildings in the historic core district in Sekondi Cultural festivities with connections to traditional religions are held throughout the year with the largest being the Kundum Festival held to celebrate the food harvest in July and August. It is mostly celebrated by the Ahantas, but also acts as an occasion for the Takoradi and wider SAEMA District communities to join in the harvest festival.

Tourism is one of the key economic growth poles being pursued by the Ghanaian Government and is a key economic policy platform in the Vision 2020 document. As the third largest foreign exchange earner in Ghana in the late 1990s, tourism contributed around 11% per annum. Information collated by SAEMA indicates that in 2000 tourism was directly and indirectly employing around 20,000 within the District. The key tourist and recreation attractions are identified by SAEMA as Essipon Beach, Paradise Beach, Essikaido Sports Club, Whin River Estuary, Takoradi Sports Club Beach and African Beach. The main tourism and recreation beaches are located to the southwest of Takoradi Port and any proposed expansion of the port should not impact on such facilities.

7.7.6 TRAFFIC AND TRANSPORT Port figures indicate that there has been an increase in bulk carrier vessels while Ro-Ro and multipurpose container ships have been falling in number. The key roads which lead

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to the Port were shown in Figure 3-3. Surveys undertaken in 2001 indicated around 9,000 vehicles per day using the two main entrances into the Port. Trucks accounted for 10% of this traffic. Currently there is a problem with the lack of space for parking of trucks whilst waiting to enter the port to discharge cargoes of cocoa beans. SAEMA is now actively looking to find a suitable parking area for trucks awaiting entry to the Port. The public transport system in the Sekondi-Takoradi Township is fairly developed, with buses of different sizes providing services within and to other towns and cities.

The Ghana Railway Corporation (GCR) provides a rail service on the Western Line that links in a triangular route between Takoradi and Sekondi to Kumasi and through to Accra and Tema. The line carries both passengers and freight. Approximately 1.9 million tonnes of freight is carried by GRC most of which is bauxite, Manganese Ore, sawn timber and cocoa bean products. These products are primarily bound for Takoradi Port. The railway line is generally in poor condition and funding is currently being sought by the Ghanaian Government, including from private sector sources, to upgrade the line. Takoradi has an airport, however with an infrequent connection only to Kotoka International Airport in Accra. Highway networks exist within and outside the Western Region, with good road links existing to Cote d’Ivoire, Burkina Faso and Mali.

7.7.7 GEOLOGY AND HYDROGEOLOGY The coastal region of Ghana is predominately underlain by non-sedimentary geological formations made up mainly of a crystallized basement complex of Precambrian origin Figure 7-5. The geological composition includes hard granites, ranodiorites, metamorphosed lava and pyroclastic rock. The geology of the Takoradi area is of the Birrimian Precambrian formation, characterized by strongly folded rocks, more or less metamorphosed sediments, volcanics associated with granitic rocks, and flat undulating country. The rocks underlying the Takoradi Harbour area are made up of the Sekondian Group consisting mainly of sandstones and shales with conglomerates, pebble beds, grits and mudstones resting with major unconformity on Birimian/Eburnean basement. The Sekondi area is cut by a network of tensional faults forming a mosaic fault blocks. Faulting is virtually absent in the Sekondian Group, except for local flexuring close to and resulting from the faults. There is no strongly marked tectonic direction although the larger faults show a tendency to strike parallel to the coast, i.e. in the NE-SW or ENE- WSW direction. The faults are nearly always downthrown on the seaward side.

The main harbor is sitting on the Effia Nkwanta Beds and Takoradi Shale. The Effia Nkwanta Beds consist of three main divisions:

1. Upper: thin bedded siltstone, shale, shaly sandstone, and some coarse sandstone

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2. Middle: friable sandstone, well bedded and massive, with inter-bedded mudstone and shale

3. Lower: cross bedded, soft, fine grained, pale purple, pink, grey, green and cream sandstone.

The Takoradi Shale consists of black and grey carbonaceous shales, sandy shales, and shaly sandstone, with inter-bedded grit and fine grained sandstone with nodules of siderite and pyrite. To the East of the Harbour occur the Elmina Sandstones.

The soils in Takoradi area represent a moderately oxidizing environment, are low in organic matter, becoming more alkaline some 200 to 250m away from the high tide mark, and they mainly consist of sand (from 60 to 80%) and thus are moderately well drained. Levels of aluminum and iron in the soils vary between the dry and wet seasons as do levels of nutrients. Ample data on soils composition exists along the proposed route for the WAGP in the Takoradi / Aboadze wetlands. Analyses of the soils’ chemical and organic (including nutrients) parameters were undertaken during both the wet and dry seasons. The levels of heavy metals in the soil are consistent with the soil composition and geophysical tests, and consistent with expected background levels not associated with contamination. The information on hydrogeology in Ghana, Takoradi and the surrounding areas is limited to ground water yields varying between 1.5 to 32 m³/h at depths ranging from 20 to 100 m. It was also noted that wells provide supplementary water for the local population.

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Figure 7-5 Geologic maps of Sekondi and Takoradi

7.7.8 COASTAL PROCESSES AND SEDIMENT TRANSPORT The coastal processes and sediment transport are influenced by the south and south and south-southeasterly swells. The eastward flowing littoral drifts redistribute the sediments along the coast, with tidal currents also playing some role in this redistribution. Both the eastern and western coastlines abutting the harbor comprise rocky headlands interspersed with sandy bays. The sediment grain size investigations along the proposed route of the WAGP carried out by ESL identified that, with a few exceptions, most fine-grained stations occurred at depths exceeding 37m. Sandy and/or hard cobble/ancient coral bottoms were found throughout the entire depth of the investigated proposed pipeline route. All of the stations sampled for the pipeline route have either sandy sediments or hard/cobble bottoms, which reflect the relatively high energy regimes in the area.

It is estimated that an average of 1 to 2m of coastline erodes per year along the Ghanaian coast. Coastal erosion along the coastline of Ghana is attributed to a number of natural and anthropogenic induced changes in waves and currents. The orientation of the swell

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reaching a coastline is partly responsible for the eroding of a natural headland whereas the angle and height of the waves reaching the coastline determines the magnitude of the erosion. At Takoradi the installed port structures intercept sand, thus contributing to an ever increasing erosion problem to the north of the port. Hard sea defense structures have been employed to check the erosion as visible at the Nkotompo Beach in Sekondi.

7.7.9 WATER AND SEDIMENT QUALITY The high population density near the coast contributes to significant marine pollution from untreated domestic discharges, which includes organic contamination. This is a particular problem near the Takoradi urban areas. Contaminants into the marine water and sediment from industrial, agricultural and domestic sources are yet to be fully ascertained and quantified in the SAEMA.

Concentrations of metals in sediments along the WAGP route were investigated by ESL in an earlier study for WAGP/ICF (2004) and were found to contain evidence of industrial and agricultural pollution. Zinc, copper, chromium and nickel were found in varying quantities in the sea sediments, albeit however below toxic levels, and similar to average continental crust concentrations.

Inside the harbor and its immediate environs, oil and grease were identified as the main water quality threats by the JICA Study (2002). The study however identified significant port sediment contamination, particularly within the vicinity of the slipway, with high levels of lead, mercury and chemical oxygen demand. It should be noted that elevated metal concentrations in waterway sediments are only of significance if the sediments are to be disturbed and exposed to oxygen sources. The Butua and Sekondi lagoons are likely to have water and sediment quality impacts from urban discharges.

7.7.10 MARINE AND TERRESTRIAL ECOLOGY In the open waters offshore SAEMA, levels of inorganic carbon (which reflects primary productivity) as deduced from the WAGP/ICF route study indicated a system of high productivity, which is to be expected due to the seasonal upwelling and enrichment of the shore waters by the oceanic ones. On the seabed, the benthic communities are mature and in equilibrium, with local physical condition indicating little disturbance. Biological composition of the benthic communities is generally homogeneous indicating no stressful factors such as contamination leading to abundance of opportunistic and/or tolerant species.

Various marine ecological studies of the Ghana shores, spanning over decades have identified that the offshore benthic macrofauna are dominated by polychaetes, arthropods,

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mollusks, and echinoderms. The intertidal zone is characterized by medium to high energy intertidal rocky platforms with extensive algal growth and diverse fauna, primarily crustaceans and mollusks. The composition of the diversity is similar to that found on the Tema rocky shore habitats but less abundant in cover (Table 3-2). Rare biota however has been reported in the Western region including the gastropod, Haliotis sp.

Figure 7-6 The flat intertidal rocky platforms characteristic of the Takoradi area

Dolphins and whales have been sighted along the coastline, particularly in the Central and Western Regions. The species identified include the common dolphin, pan-tropical spotted dolphin, Clymene dolphin, rough-toothed dolphin, bottlenose dolphin, humpback whale, sperm whale, and dwarf sperm whale.

The Gulf of Guinea serves as an important migration route, feeding ground and nesting site for marine turtles. Four species of marine turtles, namely the loggerhead, olive ridley, green and leatherback turtles are known to use the coastal waters as feeding ground and nesting place. Most of the sandy coastlines of Ghana provide sites suitable for nesting of the marine turtles.

The onshore terrestrial plant communities fall under three categories. These are the coastal strand vegetation, coastal scrub vegetation, and grassland vegetation. The terrestrial areas adjacent to the port have very few tall trees. The flora encountered near Takoradi/Aboadze is typical of Ghana and none of the plant species or habitats are on national or international lists of endangered plant species. Birds of prey, ringed plover, partridge, cuckoo, swift, kingfisher, and hornbill are among the typical bird species identified at Takoradi’s scrub and freshwater vegetation.

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7.7.11 FISHERIES RESOURCES Settlements along the coast within the SAEMA District are reliant on fishing as both a livelihood and source of food. Other small scale enterprises are linked to the fish caught, such as smoking and marketing of the catch. Fisheries resources have been and will continue to be an important resource for coastal communities within the district, and indeed the entire Ghanaian coastline. Around 70% of total marine production for Ghana is from traditional artisan inshore fishery. Data gathered by SAEMA indicates that fish production within their district is 16,692 tonnes per year which accounts for around 36% of the Western Region’s fish production. Over 90% of the catch is by artisan fishermen using small canoes and operating between the settlements of Shama, Essipon, Sekondi, Nkontompo and New Takoradi. No data is available on the species of fish caught throughout the seasons by the fishermen in these settlements.

Recent survey work undertaken as part of the WAPG Ghana Final EIA (WAPCo, October 2004) indicates that a total 115 different species of fish fauna from 62 families were caught along the Ghanaian coast during the survey period, which covered both wet and dry seasons (2003/04). The species comprised 16 species of crustaceans, 4 species of mollusks, 4 species of invertebrates and 84 species of fish. There were differences in species composition at the survey stations along the Ghanaian coast. The most dominant fish was the common cuttlefish (Sepia officinalis) and the channel flounder (Syacium micrurum). The common flounder (Syacium micrurum), Guinea flathead (Grammoplites gruveli), African wide-eyed flounder (Bothus podas africanus), common cuttlefish (Sepia officinalis), West African goatfish (Pseudupeneus), and piper gurnard (Trigla Iyra) were recorded at almost all survey stations within the Ghanaian waters.

The Artisanal Fishery in SAEMA The artisan fish landing sites in the neighborhood of Takoradi Port fall under the Shama Ahanta East District (SAEMA) in the Western Region of Ghana. The sites are located in nine (9) fishing towns and villages. The major ones are the Shama, Abuesi and Aboadze fishing villages. The other fishing villages include Ngyiresia, Sekondi, New Takoradi, Essaman, Nkontompo, and Poase. Shama, Abuesi and Aboadze have four, three and two landing beaches respectively.

The SAEMA District has about 1,086 active fishing canoes with about 73.2% of them being motorized. Shama has about 46.4% of the total canoes and 36.1% of the total fishermen; Abuasi 14.3% canoes and 27.0% fishermen; Aboadze 14.3% canoes and 20.1% fishermen. The types of fishing practiced in the District consist of purse seine and beach seine. The gears employed are the Nifa-nifa, seine net, lobster net, set net, Ali net and the drift net. The dominant gears in the area are the seine nets, the set nets, Nifa-nifa and the Ali net.

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An important landing beach in the District is the Albert Bosomtwe-Sam landing beach. The dominant fishing vessels in this area comprise motorized trawlers with purse seining being the most practiced fishing type.

Figure 7-7 Albert Bosomtwe-Sam Fishing harbor (ESL Consulting, 2008)

7.7.12 AIR QUALITY Air quality monitoring in Takoradi Port and township shows moderate particulates in the air and potential problems from the cement factory as well as the bauxite and Manganese Ore loading and discharge points within the harbor.

In particular, the Manganese Ore loading operations and those activities at the clinker jetty contribute significantly to high ambient dust levels, although these do not exceed the EQSs of GEPA. (Table 7-5)

Table 7-5 Dust emission measurements at Ghacem (1996)

Head level Location Type concentration (mg/m3) Jetty (Hopper) Total inhalable dust 2677-4230 Conveyor (1st transfer Total inhalable dust 1430-2079 point) Shed (Top) Total inhalable dust 1270- 1770 Shed (Bottom) Total inhalable dust 592-802 Packaging plant Inhalable dust 6.90

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Respirable dust 1.00 Loading bay Total inhalable dust 8.85

Results of respirable dust and total inhalable dust at the Cement Factory, GHACEM, Takoradi Port, at the loading point is well above the GEPA guideline of 7 0 µgm-3. These high levels are localized and may get dissipated over short period of time. Workers however are provided with appropriate protective face masks.

In addition to the town and port contributions to ambient particulate levels, increased concentrations of dust are experienced regularly during the prevailing NE trade wind system at the dry season. These winds, known locally as “Harmattan”, are full of particles blown from the Sahara desert.

In Takoradi, the wettest months are May and June with little temperature variation during the year. Humidity is consistently higher at night than during the day. The prevailing SW wind is relatively light but steady throughout the year, with distinct diurnal variation determined by the land/sea breeze effect. Average monthly wind speed rarely exceeds 2.3m/s.

7.7.13 NOISE Noise levels are from vehicular traffic, marine craft movement, construction activities as well as the sea waves. Noise levels in and around the Takoradi Port during the monitoring survey in August 2001 indicated compliance with the Ghanaian EQS for noise levels (JICA, 2002).

7.7.14 LANDSCAPE AND VISUAL ASPECTS The landscape and visual aspects are coastal and with open sea views. Within the vicinity of Takoradi Port the landscape and visual aspects comprise sandy beaches interspersed with rocky headlands. The natural landscape between settlements is either used for agriculture or consists of low grassland scrub. From Takoradi Port to Nkontompo an eroding cliff runs parallel with the shoreline. The Port is able to be viewed from Sekondi and further eastwards but the low profile of structures does not dominate the skyline. Views from villages between Takoradi to Sekondi and southwest of the Port are mainly to the open sea. Other landscape features include the lighthouse, the Atlantic Hotel, a disused oil rig offshore and the rubble mound revetment near Sekondi naval base.

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7.7.15 IDENTIFIED ENVIRONMENTAL DATA GAPS The review of obtainable environmental data has identified a lack of port specific background environmental data, which will be required for the port development EIA. As a result the following additional potential survey requirements have been identified:

• Hydro geological. Data on aquifers and any subterranean flows/seepages into the sea. • Current and wave dynamic information. Long term information on wave and current dynamics for modeling of extent of impacts of storm surges and inform diffusion and dispersal of pollutants entering the harbor and its environs etc. • Sediment and Water quality data. Sediment characteristics within the harbor and surrounding areas quality for toxicity, heavy metal levels and organic pollutants (PAH and TPH). Complementary data needed for the Butua lagoon. • Biological indicators of pollution. Phytoplankton and zooplankton biodiversity and abundance; microbiological contamination levels particularly faecal coliforms and other pathogenic microbes; macrobenthic fauna abundance and diversity (within harbor and vicinity, intertidal and nearshore between1-20 m depth). Complementary data needed for the Butua lagoon. • Socio-economic information of the Port. Data on employment level and induced development in Takoradi due to changes in port infrastructures and activities. • Air quality data. Diurnal variation and seasonal data to capture reversals in wind direction for periods of offshore winds (night breeze) and onshore winds (day breeze) as well as in dry season (January) and wet season (July). • Noise Level. Noise surveys at sensitive residential areas likely to affect by container terminal operations and attendant vehicle traffic. • Traffic and transport. Traffic and parking survey data for the key access roads including locations and quantities of parked trucks. • Land uses. Shoreline recession rates from beach profile monitoring data

7.8 Assessment Methodology

7.8.1 METHOD USED IN ASSESSMENT All impacts were evaluated within the context of the proposed harbor expansion project and information currently available from similar projects in the study areas. Assessments were based on potential impacts arising during constructional phase and normal

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operational phase of the projects. Considerations for potential impacts are derived from ISO 14001, which gives the following definitions for environmental aspects and impacts:

• Impacts: Any change to the environment, whether adverse or beneficial, wholly or partly resulting from an organization’s activities, products or services. • Aspects: Any element of an organization’s activities, products or services which can interact with the environment. The significance of an aspect on the environment is determined by the significance of the associated impacts, where each aspect may have more than one impacts. The significance of impacts is largely based on:

• Scale of impact • Severity of impact • Probability of occurrence • Duration of impact Based on the above, during the determination of impacts of project aspects on the natural and socioeconomic environment, the methodology used for this assessment was to:

• Identify project aspects which may impact on environment through desk study, stakeholder consultations and field visits to the project sites, • Determine the spatial and temporal extent of impacts using professional judgment and other studies in similar environments.

7.8.2 CONSULTATIONS Public involvement in the environmental assessment was considered as one of the most important sources for impact identification and mitigation. A major reason for consultations for this project was to gather data and information on the likely impacts of the project and also to identify potential conflicts between the proponent, stakeholders, interested and affected communities. In line with this, preliminary consultations were held with the following major stakeholders:

• EPA official at Takoradi • GPHA officials at Takoradi • Ghana Highways Authority personnel at Takoradi • Physical Development Unit of the SAEMA at Takoradi.

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Other stakeholders and interested parties that consultations will subsequently be held with include chiefs and clan heads in the development areas, utility providers, security services, heads of municipal services and the interested community in the area. These consultations should be held during the impact assessment stage of the project.

7.9 Assessment of Environmental Impacts

7.9.1 LAND USES Minimal land use impacts are expected as a direct result of the project. The harbor area is planned with adequate land allotted for port activities. However, there is expected to be an influx of persons to the port area as a result of the developments which could have indirect effects on land use. These effects include the creation of squatter communities, the encroachment on existing land and natural areas.

A small fishing jetty is located to the immediate north of GHACEM and the small bay is used to repair small steel hulled fishing boats. According to discussions with the local Sekondi-Takoradi Ministry of Fisheries official, boat repair training also occurs where these vessels are stored on the beach area. Access to this area will be impacted upon by the proposed port expansion.

There are a number of other coastal developments that have sprung up to the west of the harbor, such as small hotels and other beach amenities, and even though the project is not anticipated to impact directly on such developments, indirect effects such as visual intrusion and aesthetics are anticipated.

7.9.2 WATER USES Potential conflicts in water use include encroachment on nearshore fishing activities and generally limited accessibility to artisan fishers. Anticipated increases in maritime traffic are expected to limit the areas that artisan fishers traditionally may have access to. Fishing communities that may be impacted include those of New Takoradi and Nkontonpo, where loss of fishing grounds could become an issue. Another potential source of conflict is access limitation to fishing vessels and trawlers that use the Albert Bosomtwi-Sam fishing harbor.

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7.9.3 SOCIO-ECONOMIC IMPACTS An expected direct impact of the project is an increase in human population in Takoradi. Population increases is expected from immigration into the area from other parts of the country, and from neighboring countries. This increase in population is expected to alter the existing population and social structure of the Takoradi metropolis.

Secondary effects of the expected increase in population include pressure on land-use, housing and utilities. There is a potential for increases in crime and an increased pressure on health facilities. Other anticipated impacts include economic effects from loss of fishing grounds and landing sites. The boat repair training facility and mooring area for small steel boats will have to be relocated as a result of the development. Possible effects on shoreline and water quality may also have knock-on socio-economic impacts.

7.9.4 TRAFFIC AND TRANSPORT Traffic and transportation effects are anticipated during the constructional phase as heavy duty vehicles move constructional material to the development site, and during normal operations of the operational phase. The proposed project hence is expected to have a significant effect on transport and transportation. These include increases in traffic volume on the roads near the harbor and the major roads that connect Takoradi to the other parts of the country. As such, traffic congestion might become a problem within the metropolis. There is also expected to be an increase in the tonnage of vehicles using roads, especially for transshipment to land-locked countries.

7.9.5 GEOLOGY AND HYDROGEOLOGY Minimal impacts are anticipated on the geology and hydrogeology of the development area. Primary effects on geology include dredging/blasting activities within the harbor basin. Other effects include the disposal of dredged materials on land. In this case, contaminants from dredged materials may percolate into groundwater sources thereby contaminating them.

7.9.6 COASTAL PROCESSES AND SEDIMENT TRANSPORT It is likely that constructional activities, particularly resulting in breakwater extension and port reclamation structures may have significant impacts and probably alter the hydrological and sediment transport regime within the development area. Effects include shoreline change with a potential for erosion (or accretion).

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Secondly, it is expected that an area of calm water will be created immediately north-east, between the proposed breakwater and the coastline. This area, however, is where the Butua lagoon enters the ocean. Hence the modification to the hydrology of the area could result in effects on the coastline including changes in sediment transport and deposition patterns. The sediment that may deposit in this area also has future implications for port operations including navigation, dredging and disposal of dredged spoil.

7.9.7 WATER AND SEDIMENT QUALITY Sediment quality within the harbor and surrounding areas has been discussed previously. It is noteworthy that sediments within the development area have been found to contain low levels of contaminant including organic-pesticides and heavy metals. Dredging activities anticipated for the harbor are likely to result in the re-suspension of such sediments, hence impacting on water quality.

The direct effects on water quality include increases in turbidity and the concentration of pollutants found within the sediment. This may impact on the biota within the development area with potential for bioaccumulation in certain marine organisms. The impacts are however expected to be significant mainly during the constructional phase of the project.

During the operational phase of the project, effects on water and sediment quality will mainly be from normal maritime operations, resulting in the leaching of antifouling ingredients into the water. The potential also exists for large spillages, either from accidents involving normal ship operations or possibility spillage from oil tankers. Filling operations anticipated in the harbor may also have some effects on water and sediment quality. It is anticipated that certain elements from the rock materials used in filling the harbor may leach into the water column.

The anticipated modification to marine hydrology may also have effect on water quality, and ultimately sediment quality. It is anticipated that construction of new breakwaters may reduce circulation patterns within the development area increasing residence time of water in the particular area. Taking into consideration the fact that this area forms part of the estuary of the Butua lagoon, it is anticipated that there may arise significant impacts on water and sediment quality as a result of this modification of flow.

7.9.8 MARINE AND TERRESTRIAL ECOLOGY The anticipated impacts on marine ecology as a result of the development include the following:

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• Dredging activities, which may directly impact on benthic fauna • Increases in suspended matter in water which may impact on other aquatic fauna • Increased levels of pollutants, probably from re-suspended sediment, which may have effects on aquatic flora an fauna • Modifications to the hydrological regime, which may directly and/or indirectly impact on aquatic biota • Habitat modifications/segregations as a result of the development The expected modifications to the hydrological regime may also impact on the intertidal biota, since the effect of waves on the rocky intertidal near the harbor will be significantly reduced. This is expected to modify the intertidal community resulting in changes to community structure.

The effects on terrestrial ecology are anticipated to be largely indirect. This is expected to arise as a result of encroachment on habitats by human population increases anticipated as a result of the project. The increased number of people may require land for housing and other activities, thus encroaching on natural areas. The only anticipated direct impact on terrestrial ecology is expected to arise from disposal of dredged spoil on land. In this case impacted terrestrial ecology will be limited to where dredged spoil has been disposed at.

7.9.9 FISHERIES RESOURCES Impacts on fishing resources include reduced/limited access to fishing grounds, potential loss of fish habitats and breeding grounds, and the potential for fishery resources to become contaminated with re-suspended pollutants from the constructional activities. The anticipated modification to the hydrologic regime may also have an effect on the inshore fishery resource within the vicinity of the project.

7.9.10 AIR QUALITY Fugitive dust and emissions from the construction works is expected to have some effect on the air quality within the harbor area. The fugitive dust is expected from cement, sand and other materials to be used during construction. Increases are also expected in impacts due to operation of vehicles and heavy machinery. Both the constructional phase and operational phase of the project will result in increases in vehicle and machinery activities, which all have the potential to increase emissions into the atmosphere.

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Maritime activities have the potential of increasing concentrations of nitrous oxides (NOx), sulfur oxides (SOx) and volatile organics (VOCs) in the atmosphere, since they burn high sulfur containing fuels. It is expected that increases in maritime traffic during the operational phase of the project will result in increases in these emissions in the environment.

7.9.11 NOISE Increases in noise levels are anticipated during the constructional and operational phases of the project. The operational phase in particular is expected to be characterized by increase in ship handling activities, which are generally expected to be noisy. It is anticipated that the noise levels are localized to the port areas, however, it is also envisaged that changing wind directions may carry noise to residential areas.

7.9.12 VISUAL ASPECTS The expansion of the port facilities may visually impact on residents living near the harbor area. It is expected that the harbor area may become significantly modified from its existing state after the construction works. The operational phase may also result in more lights within the port area during night time operations. This may have some effects on residence nearby.

7.10 Impact Mitigation and Amelioration

This section proposes mitigation for the identified impacts in the preceding section. It is identified that extensive analysis needs to be carried out to identified specific mitigation and amelioration measures, which are largely beyond the scope of this report. Such study is effectively carried out in an EIA which is expected to follow from this document.

7.10.1 LAND USES Adequate consultations with key stakeholders, development authorities, chiefs and local communities are required to reduce any potential impacts on land use. Even though it is identified that land use impacts as a result of the development are expected to be minimal, adequate steps should be taken to minimize the effects on natural environments.

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7.10.2 WATER USES The loss of any fishing, training or maritime use will need to be addressed through an appropriate delimitation of the inshore areas of Takoradi. Consultations need to be held with various stakeholders and interested groups so as to forestall any future conflict within the development area.

7.10.3 SOCIO-ECONOMIC IMPACTS Early consultations will have to be initiated with SAEMA authorities so as to plan adequately for the expected rise in human population. Urban and municipal plans will have to be updated to accommodate the anticipated population rise while number of facilities and facility standards will also have to be updated.

The effect of loss of fishing grounds and limited access to traditional fishing areas will have to be considered and addressed early in the project development phase. It is possible that the small boat repair facility will have to be relocated to an area that is generally accessible and well sheltered from swells.

7.10.4 TRAFFIC AND TRANSPORT Improved port management during operation phase should reduce the waiting time of vehicles and hence ultimately reduce congestion near the port area. Future plans for road development should take into consideration the tonnage of vehicles likely to use roads within the urban metropolis. It is however expected that heavy vehicles will not use side roads and country lanes, hence reducing the impact on these roads.

Upgrading of the railway lines near the port will have a significant positive impact on the road network in Takoradi. However, improvements to railway facilities and roads are essentially outside the scope of this report.

7.10.5 GEOLOGY AND HYDROGEOLOGY Geologic effects are expected to be minimal and localized to development area. Since it is anticipated that dredging/blasting would be minimal and limited to the development area, the impacts are expected to be localized.

The effects of dredged spoil in contaminating groundwater sources can also be minimized by adequately researching and selecting a dumping site where the risk of contamination are minimized.

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7.10.6 COASTAL PROCESSES AND SEDIMENT TRANSPORT The effect of any altered hydrological regime within the development area can largely be minimized by modeling the direct impact of any preferred engineering design of breakwaters on the adjacent coastline. Modeling should take into consideration the zone of influence, current state of the shoreline and the magnitude of impacts, if any.

7.10.7 WATER AND SEDIMENT QUALITY It is recommended that sediment quality assessment be carried out prior to constructional works to determine the precise nature of contaminants within the sediment. After this, water circulation models are run to determine the potential direction and concentration of suspended matter and pollutants within the development area. Water circulation near the estuary of the Butua lagoon should also be modeled to determine effects within the area.

Modeling will give a fair idea of the dispersion of potential contaminant within the project area. It is recommended that fishing activities be limited in the area during the constructional phase of the project to limit potentials for human uptake of contaminated fish.

7.10.8 MARINE AND TERRESTRIAL ECOLOGY The impacts of the project on marine and terrestrial ecology are expected to be localized. Modeling of the hydrogeology within the project area will give a fair assessment as to the extent of influence of suspended and re-dissolved material in the water. Baseline studies prior to formal EIA will also clearly identify species and communities at risk.

Mitigation measures include best practices for dredging and dredged spoil disposal. A thorough assessment of the potential of the adjacent shoreline as potential habitat of marine reptiles will also help in minimizing the direct impact of any constructional activities on any protected species. In such cases, constructional activities can be timed as not to coincide with critical periods such as nesting periods of these species.

Effects on terrestrial ecology can be largely minimized through adequate planning and the strict adherence to planned settlements and disposal sites. Potential sites for dredged spoil disposal, which must be agreed a priori, should be studied as to reduce impact on sensitive habitats and protected species. Anticipated urban developments during and after construction activities should also follow laid down plans of urban development within the Takoradi metropolis.

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7.10.9 FISHERIES RESOURCES Direct impacts on fishery resource may be minimal due to the localized nature of expected impacts. However, it is important that adequate consultations are held with stakeholders, interested and affected parties to minimize potential conflicts that may arise from resource use and resource sharing.

7.10.10 AIR QUALITY It is recommended that air modeling is carried out to study the potentially directly affected areas as a result of increases in air pollutants. During construction, best practices should b adhered to in order to reduce the amount of particulate matter that may become airborne. The operational phase of the project, which is also expected to increase air pollution within the project area, should also be within internationally accepted limits.

7.10.11 NOISE It is recommended that the likelihood of significant noise from the project site be studied to determine the effect of noise on inhabited areas of Takoradi. However, it is anticipated that improved management and best practices will significantly reduce noise levels in the project area.

7.10.12 VISUAL ASPECTS The aesthetics of the port layout may reduce any negative visual aspect of the project. The effects of strong lights during night time operations are also noted. However, this aspect may have to be balanced with trade offs and the overall economic benefits of redeveloping and expanding the port.

7.11 Provisional Environmental Management Plan

7.11.1 ENVIRONMENTAL MONITORING A provisional environmental plan will be implemented during the constructional phase of the project, in accordance with GEPA guidelines and GPHA’s Environmental Policy. The environmental plan will be based on potential constructional phase impacts identified through the PER stage and the EIA stage and will consider potential impacts to land use, water uses, socioeconomic impacts, traffic and transportation, geology and hydrogeology,

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water and sediment quality, marine and terrestrial ecology, fisheries resource, air quality, noise and visual intrusion.

These aspects of the project will be monitored on an agreed schedule as a way of providing feedback to management as to the direct and indirect effects of constructional activities on the natural and social environments.

7.11.2 ENVIRONMENTAL MANAGEMENT STRATEGY The environmental management strategy will consist of structures that outline responsibilities for environment management within the framework of the project development. The structure shall consist of an environment officer (EO) who shall be part of management. The EO will be tasked to co-ordinate and monitor project activities, and advises management on the various impacts associated with the activities on site. The functions of the EO will include the following:

• Responsibility for implementing the environmental policies of GPHA with respect to the project. • Liaise with public and stakeholders on all such matters of environmental concern affecting the project. • Work closely with management and other project technical officers to co-ordinate all activities bearing on the environment, occupational health and safety. • Coordinating monitoring activities during construction and responsible for reporting and communications with regulating agency. • Consult with management to decide the role of external consultants in the environmental management programs of the company. A budget shall also be prepared indicating the commitment of GPHA to various components of the provisional environmental management plan.

7.11.3 REPORTING A periodic report shall be compiled of the analyses of monitoring data according to EPA statutory requirements (EPA Act 490) and in accordance with GPHA environmental policy. This shall be submitted on an agreed schedule to the GEPA.

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7.11.4 ENVIRONMENTAL MANAGEMENT PLAN In consonance with GEPA regulations, an Environmental Management Plan (EMP) shall be prepared one year after the implementation of the project.

7.12 Conclusion

The PER was prepared according to GEPA assessment regulations derived from EPA Act 490 and LI 1652. The environmental assessment identified moderate to minimal impacts affecting land use, water uses, socioeconomic impacts, traffic and transportation, geology and hydrogeology, water and sediment quality, marine and terrestrial ecology, fisheries resource, air quality, noise and visual intrusion, occupational health and safety.

In order to reduce and/or mitigate the identified impacts, GPHA will have to conduct a full scale EIA into the existing environment of the proposed project to identify the nature and extent of the identified impacts and the probable effects they may have on natural systems and society. An effective and rigorous environmental management plan will then be implemented to mitigate the effects of identified impacts.

Chapter 8 – Financial & Economic Impact Analyses

8.1 Commodity Flows

Takoradi is primarily a bulk port. It’s most important commodity flows by tonnage and includes imports of clinker (cement), and exports of bauxite and manganese ore. In addition, there are low-volume bulk exports of forest products and cocoa and imports of wheat. Limited tonnages of containerized and non-containerized general cargoes are also handled through the port; general cargo includes exports of bagged and containerized cocoa as well as forest products including plywood and lumber and imports of bagged rice. Nearly all of Takoradi’s cargo is handled in an “industrial shipping” mode, that is,

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the cargo owners retain ownership of the cargo throughout the processes and arrange and directly control all important aspects of the cargo flow and port handling operations as part of their internal logistics processes.

This section presents an economic and financial feasibility analysis of the redevelopment proposed for the Port of Takoradi, as set out in the previous sections.

8.2 Port Redevelopment Characteristics and Economic Impacts

The proposed port redevelopment for Takoradi will require certain capital expenditures and will reduce certain costs. The project’s overall economic feasibility will be determined by the balance of those two. The project’s financial feasibility, i.e. the return that would be achieved by a private investor in the potential project will flow from the economic gains adjusted to account for how they may be translated to actual cash flows available to repay the private investment.

The proposed project is a deepening and structural renewal project. The objective is to allow larger vessels to operate in the port than would be the case in the “without project” condition. For those commodities that can make use of larger vessels, particularly the large volume bulk commodities, the project will reduce transportation costs and yield better economic benefits. For other commodities that move in vessels smaller than can already be accommodated, the proposed project will have minimal impact. The proposed project does not contemplate changes in bulk or general cargo technologies, except that lightering operations currently utilized for some cargoes will no longer be required and there would be some improvements in container handling operations.

In summary, the primary economic benefit of the project is that larger vessels can be utilized for the carriage of certain commodities and that the transportation cost savings achieved as a result will be a positive benefit. There will also be some savings achieved through the reduction/elimination of lightering operations and shortened vessel port times from improved handling rates. Improvements in the container terminal may also yield some benefits.

8.3 Vessel Sizes at the Port of Takoradi

In determining the size of vessel for a specific cargo consideration needs to be made on the cargo, the cargo flow requirements, and the specific requirements of shippers and

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receivers. Port characteristics such as the draft alongside and the draft in the channels define the upper limit size of vessel that can be deployed. Currently, Takoradi’s depth dictates that the maximum-size fully loaded ship can be no larger than 45,000 DWT

For the important cargoes at Takoradi, the following summarizes the current and potential vessel sizes, as set out earlier is Section 2:

Manganese ore—High grade manganese ore exports from Ghana are shipped by the Ukrainian owner of the Ghanaian mine to the port of Yuzny, Ukraine. The Ghana ore is blending together with lower-grade Ukraine ore so the exported Ukraine ore meets the specifications of its steel producing customers. Yuzny has a vessel limitation of 45,000 DWT that can call the port. However, the loading gear in Takoradi has air draft limitations that limit the efficient vessel loading operations to about 25,000 DWT. The proposed project, because it would involve moving the manganese ore operation and replacing the existing machinery, would facilitate the use of larger vessels for this cargo flow, up to the maximum of 45,000 DWT that can be accommodated at the discharge port.

Bauxite—shipments of bauxite are made from Ghana to three destinations, Canada, Germany, and Greece, all to facilities controlled by the Ghanaian company’s owner, Alcan. The receiving port in Canada is limited to vessels in the range of 15-20,000 DWT and is expected to remain so for the foreseeable future. Receiving ports in Greece and Germany restrict vessel size to the 45,000 DWT range. Shipments to those ports are currently being made in vessels of about 25,000 DWT, largely due to total volume considerations and the fact that Ghanaian bauxite is used as a “swing” or secondary input by Alcan, i.e. primarily when other supply points cannot be economically utilized due to market circumstances. It is believed that improvements in cargo handling at Takoradi, enabling the company to eliminate lightering, would allow vessels in the 35,000 DWT range to be used for shipments to Greece and Germany.

Clinker (cement)—clinker is imported both to Takoradi and Tema from a parent company-owned facility in Indonesia. 45,000 DWT vessels call at both Ghanaian ports, stopping first at Takoradi which can handle that size, and then completing their voyage in Tema where they can enter part-loaded. With the project, vessels up to 80,000 DWT could be utilized, and it is assumed that with normal charter market conditions the average vessel size actually employed would be in the 75,000 DWT range.

Other Bulks—other bulk commodities handled in Takoradi, including forest products and cocoa exports, and wheat imports, move in small volumes such that large vessels cannot be employed, and available information and forecasts suggest this will be the case for the

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foreseeable future. Similarly, due to the comparatively low volumes involved and the specific requirements of importers/exporters of these goods, the proposed project is not expected to have a noticeable effect on shippers’ choices of handling technologies. Consequently, the proposed project will not have a material impact on the transport cost for these cargo flows.

General and Containerized Cargo—the predominant general cargo flows at Takoradi include the same commodities noted above in the “other bulk” category, notably forest products and cocoa moving in bags and containers, as well as bagged rice. Remaining general cargo is made up of a variety of goods. As noted previously, given the modest volume of container cargo currently moving and projected for Takoradi, it is expected that the vessels employed will continue to be geared ships that will be handled using a combination of ships’ gear, portable shore cranes, and a proposed combination bulk/container gantry crane. No change is anticipated in general cargo vessel size as a result of the proposed project, nor is an impact on voyage times expected since liner vessels, unlike bulk vessels, normally operate on a fixed-days rotation schedule and the proposed improvements would not be sufficient to bring about an alteration in their voyage rotation times. 2. Some improvements in loss and damage costs may be realized as a result of the proposed project, and these may provide a basis for some economic benefits flowing from the container activities at the port. Ground handling costs may also be reduced.

8.4 Economic Feasibility Analysis

To analyze the economic feasibility of the proposed project, a customized model for Takoradi was created by the study team. It was determined that cost saving could be realized through the implementation of the proposed project. These savings are primarily achieved through the deployment of larger vessels and the elimination of lightering operations. This model calculates the average cost of a ship’s time at sea and in port, and the cargo handling time and costs while in port. The analysis looked at without and with project conditions, and then determined the savings that would flow from the proposed project. This saving is then compared with the project construction and other related costs to better understand the benefits vs. risk rewards.

2 For example, a typical service pattern might be a voyage of four weeks duration, using four vessels to give a weekly service at each port served. In this setting, an average improvement in cargo handling time of a few hours in a particular port will not cause the ship operator to change its overall schedule, but it may help him in other ways, e.g. allowing more flexibility in selecting the speed to the to the next port thus assisting in keeping to the schedule and avoiding problems downstream.

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8.4.1 DATA INPUTS TO THE ANALYSIS Key data and assumptions used in the model are as follows:

• Basic project construction costs, as given earlier in Section 5.6, are $244,260,399. For purposes of the economic analysis, it is assumed these would be disbursed over a three-year construction period (nominally 2011-2013) with $44.2 million in the first year and the remainder in years 2 and 3. In addition, there would be final engineering costs equating to 2.5% of the construction cost, all assigned to year 1. Supervision costs, also estimated at 2.5% of the construction cost, would be incurred equally over the 3-year construction period.

• During the operating phase, there would be some minor additional port operating costs, assumed to be $100,000 per year, and facility maintenance costs starting the 11th year of operations equating to 1% of construction costs annually.

• To serve as the basic ship cost information, a panorama of estimated vessel operating and capital costs for vessels of 15 to 100,000 DWT was developed; this is summarized in Table 8-1. The data used are a combination of Halcrow/Nathan project team estimates based on consultations with a range of confidential industry sources.

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Table 8-1 Ship Operating Costs Vessel Size (000 DWT) 15 20 25 30 35 40 45 50 55 60 65 70 75

Fuel Costs (US$/ton) 300 300 300 300 300 300 300 300 300 300 300 300 300

Daily Capital Cost 3000 3500 4200 5000 5500 6000 6500 6700 6900 7100 7300 7500 7700

Daily Op. Cost (less fuel)

Manning 1300 1500 1650 1800 1900 1900 1900 1900 1900 1900 1900 1900 1900

Insurance 900 940 980 1020 1060 1100 1140 1180 1220 1260 1300 1340 1380

Repair 800 830 860 890 920 950 980 1010 1040 1070 1100 1130 1160

Other 100 120 140 160 180 200 220 240 260 280 300 320 340

Total 3100 3390 3630 3870 4060 4150 4240 4330 4420 4510 4600 4690 4780

Fuel Underway (TPD) 28 33 36 39 41 43 45 47 49 51 53 55 57

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Fuel Port (TPD) 5 6 7 8 9 10 11 12 13 14 15 16 17

Speed (knots) 14 14 14 14 14 14 14 14 14 14 14 14 14

Daily Fuel Cost at Sea 8400 9900 10800 11700 12300 12900 13500 14100 14700 15300 15900 16500 17100

Daily Fuel Cost in Port 1500 1800 2100 2400 2700 3000 3300 3600 3900 4200 4500 4800 5100

Daily Cost at Sea 14500 16790 18630 20570 21860 23050 24240 25130 26020 26910 27800 28690 29580

Daily Cost in Port 7600 8690 9930 11270 12260 13150 14040 14630 15220 15810 16400 16990 17580

Cost/Day/Ton at Sea (US$) 0.967 0.840 0.745 0.686 0.625 0.576 0.539 0.503 0.473 0.449 0.428 0.410 0.394

Cost/Day/Ton in Port (US$) 0.507 0.435 0.397 0.376 0.350 0.329 0.312 0.293 0.277 0.264 0.252 0.243 0.234

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• For analytical purposes it is assumed that construction will take place over three years (nominally 2011 through 2013); benefits would start to accrue in the fourth project year (2014) and would continue through 2031 for a total economic calculation period of 21 years. This period is believed to be prudent for this analysis in view of the potential accuracy of long-term predictions.

• Vessel operating cost calculations take trip distances at 50% over actual point-to- point distances to account for re-positioning of ships from job to job. This is a standard process used in bulk vessel operations. These costs have been embedded in the average charter rates.

• Cargo handling costs (bulk) are $6/ton at berth in Takoradi and in corresponding ports. When tonnages are lightered, there is an additional $1 per ton cost included.

• Bauxite (Canada)—the current vessel size of 15,000 DWT will remain unchanged due to port constraints in Canada. The loading rate in Takoradi will increase from 6,000 to 12,000 TPD. Lightering operations of 3,000 tons per voyage will be eliminated. Total volume on the route will remain at 220,000 TPY throughout the planning period.

• Bauxite (Germany and Greece)—the quantity moving to each destination is estimated to be 165,000 TPY throughout the planning period. Average vessel size will increase from 25,000 to 35,000 DWT for both routes. Port handling rates increase from 6,000 to 12,000 TPD; lightering of 18,000 tons per trip is eliminated in the with project condition.

• Manganese ore—the quantity of manganese ore moving through the port will be 1.38 million tons in 2011, rising to an annual maximum of 1.82 million by 2025 and then stabilizing. Currently, vessel size is 25,000 DWT, but due to loading equipment and other changes with the new project, would rise to 45,000 DWT. Cargo handling within the project condition would improve from 8,000 to 12,000 TPD, and lightering, currently about 3,000 tons per voyage, would be eliminated.

• Clinker—average vessel size would increase from 45,000 to 75,000 DWT. Because the ships serve both Takoradi and Tema on each voyage, all clinker/cement cargo for both ports would benefit from the increased vessel size enabled by the project, so the total tonnage used for the economic calculation is the total for both ports, estimated to be double the projected tonnage for Takoradi alone. Lightering operations would be eliminated in Takoradi. The cargo flow (total for both ports) would be 1.74 million tons in 2011, rising to 9.38 million

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tons in 2031. Commodity handling rates, using a blended rate for Tema and Takoradi, would increase from 12,000 to 14,000 TPD.

• Container cargo—the installation of a shared container/bulk gantry crane would help improve the average TEU/Hr container handling rates. Although the production rate will improve there will not be a considerable improvement in the overall vessel voyage times.

• Improving the storage facilities would help reduce pilferage and other cargo issues, which has been a problem in Takoradi. It would also lead to ground handling improvements. Ground handling is estimated to be reduced by $10/box, or $8 per TEU. No specific data regarding pilferage are available, but for purposes of the analysis it is assumed that one box in 200 is affected by pilferage and that the average loss per incident on a per TEU basis could be $1000, or an average of $5 per box; this is taken at $4 per TEU.

8.4.2 RESULTS OF THE ECONOMIC CALCULATIONS

Economic analysis was performed for each of the significant trade lanes that would be affected by the proposed project. The summary results for each are discussed below and further evaluated in the tables showing the savings in certain years and collectively:

• Bauxite (Canada)—results are presented in Table 8-2. Since vessel size can not change for shipments to Canada the savings noted are from the improved cargo handling rates and reduced cost of lightering operations. The annual saving is calculated at $338,800.00. The NPV of the future saving stream is calculated to be about $1.7 million.

Table 8-2 Bauxite- Canada Savings 2015 2020 2025 2030

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Sea Time Cost Saving $ - $ - $ - $ -

Port Time Cost Saving $ 150,480 $ 150,480 $ 150,480 $ 150,480

Lightering Cost Saving $ 44,000 $ 44,000 $ 44,000 $ 44,000

$ 194,480 $ 194,480 $ 194,480 $ 194,480

NPV Savings

(2011-2031) $1,681,998

10%

• Bauxite (Greece)—results are presented in Table 8-3. Savings are realized from the economics of deploying larger vessel, from the elimination of the lightering operations, and from the reduced port time from better production rates. The NPV of the total saving stream is calculated to be about $5.34 million.

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Table 8-3 Bauxite- Greece Savings 2015 2020 2025 2030

Sea Time Cost Saving $ 426,508 $ 426,508 $ 426,508 $ 426,508

Port Time Cost Saving $ 72,463 $ 72,463 $ 72,463 $ 72,463

Lightering Cost Saving $ 118,800 $ 118,800 $ 118,800 $ 118,800

$ 617,771 $ 617,771 $ 617,771 $ 617,771

NPV Savings

(2011-2031) $5,342,910

10%

• Bauxite (Germany)—results are presented in Table 8-4. The net savings in this case are very similar to those for Bauxite moving to Greece except that the savings is slightly higher due to longer voyage. The NPV of the saving stream is calculated to be $5.5 million.

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Table 8-4 Bauxite Germany Savings 2015 2020 2025 2030

Sea Time Cost $ $ $ $ Saving 444,279 444,279 444,279 444,279

Port Time Cost $ $ $ $ Saving 72,463 72,463 72,463 72,463

Lightering Cost $ $ $ $ Saving 118,800 118,800 118,800 118,800

$ $ $ $ 635,542 635,542 635,542 635,542

NPV Savings

(2011-2031) $5,496,607

10%

• Manganese ore—results are presented in Table 8-5. All the savings generated in this case are due to the use of larger vessels. Port time savings are negative in this case because of the extra daily vessel cost, which has a higher impact than the reduced annual port time. The NPV of the saving stream is about $61.3 million.

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Table 8-5 Manganese Ore Savings 2015 2020 2025 2030

$ $ Sea Time Cost Saving $6,886,395 7,603,136 $8,390,417 8,390,417

Port Time Cost Saving $(331,016) $ (365,469) $(403,312) $(403,312)

Lightering Cost Saving $ 179,251 $ 197,907 $ 218,400 $ 218,400

$6,734,629 $ 7,435,575 $8,205,505 $8,205,505

NPV Savings

(2011-2031) $61,268,824

10%

• Clinker—results are presented in Table 8-6. The majority of savings are due to the use of larger vessels and the reduction in the cost of lightering operations. Port time cost savings are negative because of the extra daily vessel cost, which has a higher impact than the reduced annual port time. The NPV of the saving stream is about $144.4 million.

.

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Table 8-6 Clinker Savings 2015 2020 2025 2030

Sea Time Cost $ Saving 10,811,099 $ 15,885,051 $25,583,034 $41,201,732

Port Time Cost $ Saving 20,783 $ 30,537 $ 49,180 $ 79,205

Lightering Cost $ Saving 746,052 $ 1,096,196 $ 1,765,434 $ 2,843,250

$ 11,577,934 $ 17,011,784 $27,397,648 $44,124,186

NPV Savings (2011-2031) $144,355,143

10%

• Containers—results are presented in Table 8-7. Savings benefits for container services are a direct result of the reduction in cargo pilferage/damage and the reduction in ground handling costs. The NPV of the saving stream is about $11.5 million.

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Table 8-7 Container Handling Savings 2015 2020 2025 2030

$ Handling Cost Saving 621,096 $ 955,633 $1,470,360 $2,262,331

Cargo Damage Cost $ Saving 310,548 $ 477,817 $ 735,180 $1,131,165

$ - $ - $ - $ -

$ 931,644 $ 1,433,450 $2,205,540 $3,393,496

NPV Savings (2011-2031) $11,517,879

10%

8.4.3 ECONOMIC FEASIBILITY AND POTENTIAL RISK FACTORS The total economic cost/benefit results for Takoradi are summarized in Table 8-8. The benefit stream results calculated by the model is approximately $240.8 million with the NPV of the project, including investment cost discounted at 10%, is $(32.19 million). The IRR is 8.19%, slightly below the 10% threshold traditionally considered the minimum for project economic feasibility.

In addition to these ineffectual results, there are some additional caveats and limitations. One is that the project has been conceptualized, designed, and analyzed as a single complete package, and the feasibility analysis reflects that. Most of the project cost is related to providing a port configuration capable of accepting ships of 80,000 DWT, in contrast to the current limit of 45,000 DWT. However, among the cargo flows benefiting from the project, only clinker is expected to utilize vessels larger than 45,000 DWT. The deployment of large vessels for clinker is expected to generate about $135 million in overall savings. This accounts for approximately 60% of the accumulated benefits of the entire project. It is likely that the remaining 40%, approximately $100 million, could be achieved through additional improvements that require less capital expenditure and could be more feasible as stand-alone projects. In general, it may not be prudent to take all the

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benefits against the full project cost of $244 million as it may further reduce the IRR of the project as proposed.3

Another important to consider is the risk that some of the benefits attributed to the improvements in the flow of the commodities, particularly clinker, may not be realized over the life of the project. This is due in part to factors unrelated to the project. This issued is discussed in more detail under the risk assessment section below.

8.4.4 PRIVATIZED PROJECT FINANCING PARAMETERS It is proposed that the project should be financed through a privatization/concession process. Therefore, in addition to the purely economic feasibility evaluation, an analysis of project financial feasibility and attractiveness to private investors has been carried out.

8.5 Key Assumptions

The key assumptions utilized for the financial feasibility calculations are as follows:

• The benefits that will flow to the private owner/operator will be based on the economic benefits above, converted to cash flows through appropriate port charges.

• For purposes of the analysis, it is assumed there is no up-front concession fee, nor any royalty or other continuing fees, to be paid by the concessionaire to the grantor.

• It is assumed that the private concessionaire would not be subject to Ghanaian taxes, or other taxes, during either the construction or operating phases.

• Because port users must have an incentive to act in ways that ensure the benefits are achieved, and because tariffs cannot be perfectly tailored to liquefy all potential benefits, the project cash flows will capture the majority of but not all the economic benefits; for purposes of the analysis, the portion captured through various tariffs is assumed to be 80%.

3 Similarly, there is a possibility of providing a facility for the use of the oil industry currently engaged in off-shore drilling. While there would be benefits associated with such a facility, it would be in fact an independent project, and its costs and benefits should not be mixed with and allowed to impact the evaluation of the proposed project.

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• It is assumed the project construction costs of $244 million (hard costs) would be 80% financed with debt, with equity investors covering 20% of the initial investment, soft costs, and cash flow shortages (debt service) during the early operating years. For planning purposes, debt is assumed to be in two tranches: a 14-year senior loan at 7% interest with equal annual amortization, and a 9-year secondary loan at 11% interest again with equal amortization.4 The senior debt would cover 60% of the project cost while the secondary loan would cover 20%. Both loans would have a 3-year principal grace period. Lenders’ up-front fees and project preparation costs (legal, consulting, etc.) would equate to 2% of loan value.

• The SPC (special purpose company) formed to own/operate the concession would have annual operating costs during construction, including its participation in design and supervision, of $1.5 million. During the operating phase, its annual costs are assumed to be $0.5 million.

8.5.1 FINANCIAL FEASIBILITY RESULTS

Based on the assumptions set out above, the model calculates that the equity rate of return for the project (pre-tax) would be 5.27%. The equity-in requirement for the project would peak in 2018, the ninth year of the project, and would total about $167 million. This high equity requirement reflects the need to support debt service in the early years before revenues can be generated from growth in commodity over time. The results clearly do not support a “go” decision.

8.6 Risk Issues and Risk Assessment

Aside from the level of feasibility that results under the given assumptions several risks exist that can have an impact on weather the calculated returns can be achieved based on certain qualification assumptions highlighted. In this section these issues are examined for each of the major commodity flows.

(1) Clinker Risk--The benefits of the project are highly dependent on a single cargo flow, i.e. imports of clinker. The benefits for clinker are large for several reasons:

4 Note that, in general, it is considered likely that a senior loan with a 14-year term would require at a minimum the participation of a multi-lateral agency or similar institution. Without such participation, a loan life of 14 years would be difficult to achieve.

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• Clinker is the only anticipated to be carried on comparatively larger vessels as a result of the project;

• The sailing route distance for clinker imports is long, thus multiplying the savings;

• Clinker tonnage destined for Takoradi and Tema are assumed to benefit from the proposed project in Takoradi essentially doubling the benefits attributable to the project.

Clinker is made from fairly common materials that can be sourced from a wide variety of locations other than Indonesia. However, for this analysis it was assumed that the product would continue to come from Indonesia indefinitely although it is known that the company has searched for local sources. While local sourcing has not yet materialized, as tonnages increase it may become economical to utilize local sources or other sources with shorter transit times to Ghana. If this were to happen, the cost benefits identified with more economical ocean transportation could be seriously reduced.

It is unusual that port project benefits can be realized for tonnages moving to a port other than the project port. If the proposed dredging project in Tema were to move forward some or all of the benefits identified for Takoradi from Tema cargo could be lost from an economic standpoint. In addition, constructing a port tariff to reliably capture benefits of cargo flowing from another port over a long period may become a concern, particularly for a private concessionaire.

(2) Manganese ore Risk – Because of the relative high quality of Ghana’s manganese ore it is unlikely there will be a reduction in the amount exported. The risks are more related to the quantity of higher-grade ore in the ground which at present seem to be uncertain and that fact that the vessels calling today are already the largest ships that can presumably enter and be accommodated at Takoradi. Therefore, the actual improvement necessary to achieve the calculated benefits is not clear nor is the nature of port tariff provisions that will generate the funds used to pay back manganese ore’s “share” of the proposed investment.

(3) Bauxite Risk— the situation pertaining to bauxite has similarities to that of manganese ore except that Ghanaian bauxite has a less certain grip within its market. This product is being used primarily as a “fill in” source when needed. Consequently, projections of the future flow are more speculative. Further, if Ghana’s electric availability were increased, it is possible that exports of bauxite would be greatly reduced.

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8.7 Sensitivity Tests

Since the results of the basic analysis were less than ideal sensitivity testing was performed to further identify the project’s feasibility. The testing was done to identify to what degree the analytical inputs and assumptions would need to change in order to produce a “go” decision scenario.

Projected cargo volume is normally sensitivity tested however, the forecasts for the major commodities driving the proposed project presented in Volume 1 are essentially fixed. For bauxite, the optimistic forecast did show some increase in tonnage, but the impact on the results is minimal. Consequently, sensitivity tests for cargo volume were not included.

With regard to other factors, positive changes in any of the inputs to the feasibility model would have the effect of either reducing costs (investments) or increasing inflows (net revenues). Sensitivity testing was performed by directly adjusting operational costs and operational revenues in the model to determine the magnitude of change in investment cost or inflows that would be required to shift the decision. This approach also indicates the level of external support, or subvention that would be required for the project to become financially feasible and more attractive to potential private concessionaires.

Sensitivity tests were also carried out by reducing project capital costs of $20 and $40 million (divided over year 2 and 3), and increases in inflows of $10 and $15 million per year for the entire operating period. The result was a reduction of $$40 million in capital cost equating to a reduction of about 16% in construction costs while an annual inflows increased to $15 million doubling net revenue in the early years, and increase of about 30% by project end.

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The results of these changes are presented below:

Table 8-8 Sensitivity Analysis Sensitivity Scenario Equity RR Maximum Equity In

Base Case 5.27% $167 million

Construction Reduction of $20 million 6.45% $146 million

Construction Reduction of $40 million 7.79% $125 million

Inflow Annual Increase of $10 million 11.06% $109 million

Inflow Annual Increase of $15 million 14.04% $ 89 million

It can be noted that while the assumed changes improve the financial feasibility of the project it does not provided enough support to make the proposed project viable. Even to achieve a modest 14% IRR on equity the annual cash flow would need to double in the early years. This appears highly unlikely whether through normal business means or subvention.

8.8 Conclusions

The analysis does not lend support to a “go” decision for the proposed project. The economic feasibility results are generally lower than normally accepted for a public project while the financial feasibility is well below rate of return that would attract private capital. This is particularly true in view of the high level of equity that would be required for the project and its high level of risks.

Given the narrow range of commodity flows that account for the benefits it seems evident that “take or pay” contracts from the major port users would be an absolute necessity to obtain private funding. Such contracts amount to a shift of a significant share of risk from the project, to those users who would be given incentives to accept such risks only if there were a strong return for them. While they are better equipped to assess the market risks, it is not clear that they would judge their likely return to be sufficient to undertake such risk even if the return did appear to be adequate. They still may not be

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willing to sign a take or pay contract based on corporate policy. Even if all these hurdles were overcome and the contracts to be viewed favorable by potential lenders, the companies would need to exhibit adequate creditworthiness, something that International Banks my not view positively. One example is the Manganese Ore is controlled by a Ukrainian Company which very little information is known. In addition to corporate risk the risk associated with doing business with a Ukraine firm may be an issue. Market risk for the project also appears high.

Another point that bears mentioning relates to other revenue that could be brought to bear to make a private project financially attractive to a potential concessionaire. As noted above, existing (i.e. pre-project) Takoradi port revenues, and/or funds from other sources, could be shifted to a potential concession company without a concomitant up- front or continuing royalty payment reflecting their value, to induce it to make the capital investment. However, this would be an artificial revenue stream to the project, not derived from the project itself. As such it would amount to a subvention, or subsidy, to the project by the GPHA and, ultimately, the government of Ghana, since it would entail Ghana giving over, to the private concession company, public funds such as cash flows it would have received without the project, or other public funds. Such a subsidy from public resources would have a valid economic purpose only if the project had clear and substantial ancillary, but non-quantifiable, benefits for the country. No such ancillary benefits have been identified for the proposed project. While it is certainly the case that the project would have additional indirect economic benefits (spin-off benefits), as are discussed in the next section, such “spin-off” benefits are a feature of development projects generally. Since there are always alternative projects competing for available resources, all of them bringing spin-off benefits, those with a weak direct ERR will still not have a strong claim on such resources.

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Chapter 9 – Developmental Impact Analyses

9.1 Economic Impact Analysis for the Proposed Takoradi Port Development

The construction and operation of the proposed project for the Port of Takoradi, when and if implemented, will bring about an increase of economic activity and jobs in Ghana’s economy. The method used to determine this effect is called economic impact analysis. The specifics of this infrastructure, in terms of civil works, berths, breakwaters, yard storage space, equipment, buildings, etc., were presented earlier in this report. The impact of the construction and operation of these facilities will have, i.e. the economic effect they are expected to have on Ghana, is the subject of this section.

9.2 The Source of Economic Impacts

Economic impacts are effects on the level of economic activity in a given area. They can be viewed in terms of (1) business output (or sales volume), (2) gross regional product, (3) wealth (including property values), (4) personal income (including wages), and/or (5) jobs. Any of these measures can be an indicator of improvement in the economic well being of area residents, which is usually the major goal of economic development efforts.

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Economic impacts start when new funds are injected into a defined locality, from outside that locality. For example if, as in this analysis, the defined locality is a country, then the country’s exports result in the injection of funds into the locality (the country) because those exported goods and/or services are paid for by buyers from outside (foreign customers). Similarly, if a project is financed with outside funds, then the purchases in the locality associated with that project constitute new funds injected into the locality.

The funds initially coming into the locality make up the first, or primary, stage of economic impact, which is called the “direct impact.” However, the impact does not stop there. The receivers of the funds (e.g. the companies that sell the exported goods) will in turn re-spend some of the funds locally, some with other local businesses and some with local households (i.e. salaries and wages). This next stage of spending is termed “secondary” impacts, and includes indirect impacts (spending with businesses) and induced impacts (spending with households). Thus the direct impact is increased by some amount—this factor is less than 1.0 because some of the spending will “leak” out of the locality or not be spent at all; the exact pattern depends upon the structure of the local economy. Then, the portion of the impact that stays in the locality will again be re-spent, creating still another “secondary” cycle of indirect and induced effects, which in turn creates another cycle, theoretically without end. When the total of all the later cycles is compared with the original direct impact, the ratio is called the “multiplier.” Once the multiplier is known for a specified locality and type of direct activity, the total economic impact for a specific investment can be determined.

9.3 Analytical Approach

The direct impact of the proposed project is estimated by reference to the project budget presented earlier, with an estimate for the various cost categories of the portion that will be spent on local vs. foreign purchases for materials, labor, services, utilities, equipment, etc. The indirect and induced impacts can then estimated through use of applicable input- output data for Ghana.

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Input-output data for Ghana are available the Ghana Social Accounting Matrix (SAM) for 5 2005 , which is a structured representation of the flow of economic transactions that occur within the Ghanaian economy. The transactions are real observed data recorded by various Ghanaian agencies and represent actual economic relationships. The SAM contains all of the necessary information to develop an input-output matrix, which in turn can be used to calculate direct, indirect, and induced effects of a particular investment stream. In order to convert the SAM into a suitable form, it was first reworked to include only domestic expenditures. Then a series of matrix algebra calculations were applied to convert it into a working input-output model, which formed the basis of the results presented below. In particular, the direct and total requirement tables for goods and services are derived, and these yield the proportion of inputs required by an industry from contributing industries to produce one cedi of output, thus ultimately calculating indirect and induced effects in the regional economy.

The input-output model function is represented in the following diagram. An increase in final demand is input into the model, and the model is capable of producing estimated direct, indirect and induced output of an economy in terms of output, income and jobs.

Figure 9-1 Input-Output Model Process

Observed Final Demand

Input-Output

Total Income Total Output Total Employment

5 2005 Social Accounting Matrix (SAM) For Ghana. Produced by the Ghana Statistical Services (GSS), International Food Policy Research Institute (IFPRI) and Ghana Strategy Support Program (GSSP).

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9.4 Direct and Secondary Impacts Estimation

9.4.1 OVERVIEW OF REQUIREMENTS TABLES

Through mathematical processing of the SAM table for Ghana cited above, the Halcrow/Nathan project team produced estimates of the direct and total requirements for the Ghanaian economy. The Table 9-1 below provides a sampling of the factors that indicate direct, indirect/induced, and total requirements, equivalent to economic impacts, for a range of selected economic activity types in Ghana; the key sectors for our purpose are shown in red. The results contained in the table, which represent each stage of impact, are based on observed data. For estimating the impact of various industries, it is assumed that households can proxy for labor, which is an average of rural and urban households. The construction industry line is representative of the domestically-sourced portion of the build phases. The information contained in the table includes the induced effects from extra wages spent in the local economy. For example, by using the table, it can be seen that for every 1 Cedi increase in demand for local construction industry services (highlighted in red), a total of 1.50 Cedis of output is generated, equivalent to the total economic impact. Of the total, 0.50 Cedi of the output is indirect and induced effects.

Table 9-1 Total Requirement Table for a Sample of Sectors Total Industry Direct Indirect/Induced Requirement

Households (Rural-Urban Mean) 1.00 1.41 2.41

Rural households (Labor Proxy) 1.00 1.41 2.41

Urban households (Labor Proxy) 1.00 1.42 2.42

Mining 1.00 0.63 1.63

Construction 0.50

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Total Industry Direct Indirect/Induced Requirement

1.00 1.50

Other services 1.00 1.07 2.08

Diesel 1.01 0.67 1.68

Capital goods 1.01 0.06 1.08

Petrol 1.02 0.64 1.66

Wood products 1.02 1.01 2.03

Trade services 1.02 0.87 1.89

Transport services 1.03 1.23 2.26

Metal products 1.05 1.17 2.22

Business services 1.05 0.30 1.35

Communication 1.06 0.36 1.42

Real estate 1.07 0.45 1.52

Utilities 1.08 0.73 1.81

Paper products, publishing and printing 1.19 0.28 1.47

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Total Industry Direct Indirect/Induced Requirement

Average 1.04 0.75 1.79

By applying these factors to relevant capital and labor costs as estimated in the project budget, the economic impact of the project can be derived.6

9.4.2 ANALYTICAL ASSUMPTIONS FOR TAKORADI

The following assumptions apply to this analysis:

- It is estimated through engineering review that domestic construction will account for between 59% to 66% of project expenditures depending on the method of construction - All cargo equipment (capital goods) are assumed to be imported - Based on the proposed plans and the nature of port operations in Takoradi, there will be a neutral net employment increase; however, the distribution of direct port-related jobs will undergo marginal productivity augmenting improvements

The following section provides the estimated values for the analysis.

Economic Impact of Project Construction

The table below shows the Takoradi port redevelopment project budget as was estimated earlier in this report (Table 9-2). Engineering estimates of the domestic (i.e. local

Ghanaian) portion of the various cost categories are provided, yielding the direct, or primary, impact of the project on the local Ghanaian economy. This is estimated at $92 million. Also shown, for each category of activity, are the resulting indirect and induced,

6 It may be noticed that for some industries the direct impact is shown as being greater than 1.0. This results from the fact that for those industries the primary impact results in purchases from other firms categorized in the same industry. While these are secondary impacts from a conceptual standpoint, they are recorded in the mathematical formulation of the input-output matrix as if they were primary. Since this equally reduces the impacts that would have otherwise been recorded as secondary, it has no effect on the total economic impact ultimately calculated.

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or secondary, impacts, using the multiplier for the construction industry from the previous table. Including both capital and labor effects, there will be an additional $71.3 million in indirect and induced impacts. Thus, if the project were carried out in its proposed form, its total economic impact on the Ghanaian economy would be the sum of the primary and secondary impacts, or approximately $153.3 million.

Table 9-2 Estimated generic economic impacts by construction option Direct Indirect and Induced Impacts Item Cost ($) DOM (%) Domestic Capital ($) Labor ($)

Dredging 15,432,605 0%

Project Conditions 31,519,437 13% 4,030,851 1,415,030 1,710,477

New Port Construction 141,211,174 62% 87,998,338 30,891,806 37,341,768

Land Reclamation at Berth 35,037,731 90% 31,533,958 11,069,992 13,381,318

Breakwater 9,269,718 90% 8,342,746 2,928,720 3,540,213

Quay Walls 74,055,453 50% 37,027,727 12,998,579 15,712,579

Yard Areas 18,946,696 48% 9,143,119 3,209,691 3,879,849

Roadways, Lane Lengths 2,992,990 50% 1,496,495 525,344 635,032

Railroad Tracks and Right of Way 908,586 50% 454,293 159,480 192,778

9.4.3 IMPACT OF PORT OPERATIONS

The net direct employment impacts due to the proposed project at Takoradi will be essentially neutral; because the cargo handling technology and workforce will not change

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significantly as a result of the project (organic cargo growth will take place either with or without the project). Since the impact of operations on employment will likely be marginal, the economic impact as measured in money terms will also likely be negligible.

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Chapter 10 - Concession/Franchise Recommendations

The financial analysis indicates that any transaction opportunity would not engender interest from the potential investment community because of insufficient returns on any investment. One option is to consider a public subsidy such that a sufficient return on investment can be made on the private sector’s side, but the economic benefits of the proposed master plan don’t justify such an arrangement, at least directly. Further, the port has three primary users, including Ghana Cement Company (GHACEM) and the Bauxite and the Manganese Ore producers/exporters. These three exporters are proprietary users of the facilities, indicating they own the cargoes handled at the facilities they currently use. Because of this, there is likely to be little interest, if any, by other operators. Accordingly, we suggest the facilities be governed by short-term leases (of up to 5 years, which could then be renegotiated). This means that the terms of the lease should be negotiated between the parties (the operator, or lessee, and the port authority, or the lessor). To the extent that lease revenues do not cover total investment costs for the improved facility, then the difference between the lease payment and facility improvement cost effectively becomes a public subsidy.

The challenge in formulating a lease is to structure it so that it is perceived as risk-averse by both parties. The lease defines the respective responsibilities of the parties, such as facility maintenance and upkeep, and sets forth terms for payment, conditions in which the lease would be terminated, and insurance to protect against liability, among other provisions.

We describe below some of the major provisions a lease should include and then present a model lease agreement (See Volume 5). Note that a lease agreement generally provides for the right to operate a facility, but does not necessarily imply investment requirements, particularly in fixed assets. Nevertheless, some operators decide to build facilities (e.g.

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office space or warehouse) or improve them (e.g. lighting, fencing); provisions in the lease need to recognize the disposition of these assets at lease expiration.

10.1 Fixed and Variable Payments

Leases for port operations typically include a provision for both fixed and variable payments. Normally, the Lessor will seek a higher fixed payment to add certainty to revenues, while the Lessee will seek to lower the fixed payment to decrease its financial risk. The risk balancing can be facilitated by a fixed and variable payment system that incorporates volume incentives. In this case, the variable payment price per metric ton paid by the Lessee can decrease as volume increases. This has the added effect of encouraging the Lessee to do more marketing and sales, having positive economic effects on employment.

10.2 Limitation of Operations

There are examples of some operators signing a lease purportedly for cargo handling and then using the area for an unrelated activity. Therefore, the lease should clearly indicate its purpose – that is, a lease for a terminal for cargo and vessel handling. Additionally, given relatively low cargo volumes in Takoradi, we suggest the Lessee be able to handle other cargo types (e.g. break-bulk and containers) as long as the facilities are engineered to handle the load factors associated with these cargoes. If the facilities are not engineered to handle these cargo types, then the clause can be stricken from the lease – the reader is reminded this is a model lease and hence is designed to anticipate the range of possibilities.

We also suggest the Lessee be prohibited from providing tug assist services. This would have the effect of diminishing the already small traffic volume calling the port and invites the risk of cross-subsidization from one service to another. For example, in an effort to drive potential business away, the Lessee can lower tug assist prices, the reduction of which can be covered by the Lessee’s cargo and berth handling operations. While Ghana’s tug assist services may not be privately operated now, they may be in the future as cargo volume increases. So GPHA needs to be aware of the potential competitive effects of an operator providing a vertical range of services if it hopes to sustain efficient and low cost tug assist services.

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10.3 Repairs, Improvements, and Investments

It is possible the Lessee will want to make certain improvements or modifications to the layout and facilities in order to accommodate the Lessee’s own unique requirements or that the Lessor may require the Lessee to finance additional improvements. If the former, then the Lessee needs to secure authorization from Lessor in order to undertake these improvements. If the latter, then the intended improvements become an obligation in the lease, and are specifically itemized in an Exhibit to the lease. If the lease is terminated before its expiration date, then the Lessor is required to reimburse the Lessee for the unamortized construction costs.

Provisions in the lease also define what entails construction costs.

10.4 Audits

The Lessee is required to make a variable payment based on the tonnage handled at the leased premises. Tonnages are generally reported by the operator (Lessee) to the port authority. There have been instances where operators were found to be under-reporting the tonnages handled. So the lease should enable the Lessor to conduct audits to assess the accuracy of the reported tonnages. Of course, if tonnages were over-reported, then the Lessor is required to reimburse the Lessee.

10.5 Condition of Leased Premises

The Lessee and Lessor are required to jointly conduct a move-in survey to document pre- existing conditions. Agreement needs to be reached by the parties on what adverse conditions, if any, need to be resolved and are outlined as an Exhibit to the agreement.

10.6 Lessee Rates and Charges

As earlier noted, the primary users are currently handling only proprietary (dry bulk) cargoes, but the lease agreement allows them to handle other third party cargoes (e.g. other bulk, break-bulk, and container) as long as handling the third party cargoes offer no risk of damaging the leased premises. Accordingly, if Lessee pursues this option of handling non-proprietary cargoes, then it is required to provide GPHA a copy of tariffs and charges and any subsequent revisions to these.

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10.7 Default

The lease defines the conditions under which a default may be declared, thus leading to the possibility of lease termination. Reasons for default range from failure to make payments and bankruptcy of the Lessee to failure to maintain a performance bond and having adequate insurance against liability and damages. The lease then sets forth payment requirements as penalties for default.

10.8 Force Majeure

The lease defines the circumstances under which a force majeure may be declared by either party to the lease. The provisions also describe the circumstances under which fixed or variable payments must be continued or eliminated in force majeure conditions.

10.9 Lease Termination

The lease spells out the obligation of both parties when a lease is terminated. In case the Lessee refuses to give up the facility when a lease is terminated, then there is a provision for compelling the Lessee to pay a fixed payment triple the amount normally required for the time from lease termination to the time the Lessee has not vacated the property. The provision also describes the disposition of Lessee’s assets, the need to return the facility to its original condition, and penalties in case the facility is not returned in its original condition (minus normal wear and tear).

10.10 Access to Leased Premises

There may be a time when a vessel calling a contiguous berth may be longer than the length of that berth. Accordingly, the Lessee is required to accommodate that vessel as long as it does not interfere with the safety and operation of the Lessee’s facilities. Of course, the Lessor is committed in the lease to assure operators of other contiguous berths reciprocate.

10.11 The Model Lease

The above-described and other provisions are set forth in the model lease in Volume 5. It should be emphasized that this is a model lease. GPHA will need to modify the model

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lease to reflect the conditions unique to each facility to be leased and the operator with whom the lease is signed. The model lease also identifies the Exhibits that need to accompany the lease. Note also that we have inserted comments in the model lease explaining the rationale for certain provisions and clarification of some of the lease provisions’ requirements.

Appendix A

Draft Specification of Soils Boring Program

DRAFT SPECIFICATION The specification shall be the Specification for Ground Investigation, published by Thomas Telford Services Ltd in 1993, (ISBN 0-7227-1984-X) with information, amendments and additions as described in the following schedules.

Schedule 1 Information Schedule 2 Exploratory Holes Schedule 3 Amended Clauses Schedule 4 Additional Clauses

Schedule 1: Information

Name of Contract S1.1 The project is Takoradi Port Expansion, and Geotechnical Site Investigation.

Description of site S1.2 The Takoradi Port and Container Terminal is situated on the Gulf of Guinea (Atlantic Ocean) in Southern Ghana, 228 Km west of Accra, the capital city of Ghana and 300 Km east of Abidjan, capital city of Cote d’Ivoire. The port of Takoradi is a harbor protected by two major structures. At the south side of the harbor, the main breakwater extends in west- east direction about 1.5 km to offshore , curving at the outboards end towards north with a length of about 700 m and thus protecting the harbor from the prevailing south and southeast waves. The lee side breakwater located at the northern side of the port is a combine breakwater , oriented towards the east and extends about 700 m to offshore.

Main works proposed S1.3 The Takoradi geotechnical investigation is the main and purpose of this investigation for the following key activities contract expected to be undertaken : i) development of a new deep water container/hub terminal to the north of the existing Takoradi port and ii) the refurbishing, modernizing and operating of the existing Takoradi port.

The main works within the phased Takoradi terminal development will include i) construction of an extension of the existing breakwater to provide sheltered water alongside berths, ii) construction of new container handling quays and container staking areas, iii) dredging shipping channels and berths areas, iv) purchase and installation of cranes.

Scope of investigation S1.4 The scope of the Takoradi geotechnical investigations consist of performing marine and land based boreholes. However, the majority of the investigation work will consist of advancing marine boreholes. Both the marine and land based boreholes shall consist of soil drilling, rock coring, and associated in-situ sampling and testing. Laboratory testing will be required, along with the provision of preliminary and final factual reports.

Geology and ground S1.5 The following assessment of the geology of the site conditions and ground conditions has been inferred from available information. No assurance is given to its accuracy. Site geology in un-dredged and un- reclaimed areas is expected to comprise of superficial sand, silt, clay and gravel deposits, overlying Takoradi Sandstone (mix of sandstone, mudstone and siltstone). Site geology in dredged areas is expected to comprise alluvial sand and disturbed dredge material, overlying sandstone and cemented sands. In reclaimed areas, site subsurface conditions are expected to comprise of sand and gravel fill gained from dredging operations, overlying Takoradi sandstone, and cemented sands.

Tidal data for the Takoradi Port is as follows:

MHWS – +1.6m CD

MHWN – +1.1m CD

MLWS – +0.3m CD

MLWN – +0.7m CD

Where MHWS= Mean high Water Springs

MHWN= Mean high Water Neaps

MLWN= Mean Low Water Neaps

MLWS= Mean high Water Springs

The datum refers to the World Geodetic System 1984 (WGS-84). Sea Levels are referenced to the

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Chart Datum (CD).

Schedule of drawing(s) S1.6 Fig. 1: Takoradi Port and Container Terminal, and documents Borehole and PCPT – Location Plan.

Particular Contract S1.7 Investigation work shall be completed in areas, in the restrictions following order:

Takoradi Site Dredging Areas (list borings) Quay Wall and Revetment Areas (list borings). Upland Areas within the Reclaimed Island (list borings)

Contractor’s schedule shall target completion of the field work for the various site areas in accordance with the requirements provided above. No upland hole shall be backfilled without the Engineer’s approval.

Contractor shall be responsible for clearing and avoiding all utilities, including underground and above ground piping, drainage systems, and underground structures. Contractor shall backfill on land boreholes with cement/bentonite grout. Existing surfaces on land shall be reinstated to their original condition.

Particular General S1.8 Full time professional attendance will be required in requirements accordance with Clause 3.12. Contractor shall designate a lead geotechnical engineer on the project site at all times, with experience equivalent to category (f) as described in Clause 2.2. The lead geotechnical engineer shall direct the Contractor’s personnel, and be authorized to accept, and act upon, any instructions from the Engineer in accordance with these specifications. Contractor shall also provide for the full time attendance of an engineer with experience equivalent to category (d) as described in Clause 2.2, for each drilling rig or PCPT rig operating, throughout the duration of the investigation.

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Contractor shall furnish uninterrupted access to and from borehole locations for his plant, materials and personnel. Where temporary access roads are to be built, the Contractor shall determine the route to the drill location, and shall obtain the necessary permission for access, if required.

Contractor shall furnish sufficient number of boats for uninterrupted access to and from the marine borehole locations for his plant, materials, and personnel, including the Engineer and Employer’s Representatives. For the marine boreholes, the Contractor shall provide a stable platform and sink boreholes through conductor pipe spanning between the working platform and the seabed. The design of the platform is to take into account fluctuating water levels due to tides, waves, and swell conditions. It is essential that such construction be sufficiently strong for borehole operations to resist waves, tidal flow, and other currents and floating debris. Due consideration is to be given to safety requirements, navigational warning, and regulations of governmental departments and other authorities. Necessary readings of water levels and tidal gauges are to be made to enable seabed elevation at location of marine boreholes to be referred to the specified project datum (CD) and elevations of various strata to be determined accurately.

Exploratory holes on land and PCPTs shall be set out to within 1 m of proposed locations. Exploratory holes over water shall be set out to within 3 m of proposed locations. All final boreholes and PCPT locations shall be recorded to an accuracy of 0.1 m in the vertical direction and in the horizontal direction.

Contractor is responsible for obtaining all permits and permissions pertinent to the works, and shall post notices to mariners for all marine works as required by Ghana Ports and Harbour Authority (GPHA).

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Particular borehole S1.9 Auger boring is not permitted. Boreholes shall be requirements advanced using either cable-tool percussive or rotary techniques.

Rotary drilling in soil shall be performed at the applicable rates for boring as listed in the Bill of Quantities.

For marine boreholes, payment shall be made for soil drilling below seabed only.

Particular rotary drilling S1.10 Rotary drilling, in soil only, shall be accomplished requirements (Section 5) using bentonite mud or other Engineer approved drilling mud, to prevent collapse of the hole.

Rock coring shall be in accordance with BS 5930 or ASTM D2113. Minimum core size shall be “P” size.

Rock cores shall be digitally photographed, in accordance with Clause 5.6.

Minimum core recovery shall be 95%. Should recovery fall below 95%, the drilling methods are to be amended (e.g., drill runs reduced to 50% of the previous run) until recovery improves.

For marine drill holes, payment shall be made for soil drilling below seabed only.

Particular pit and trench S1.11 Not required requirements (Section 6) Particular sampling S1.12 Small disturbed samples shall be taken from each requirements (Section 7) SPT split spoon. Bulk disturbed samples shall be obtained from each soil type.

Undisturbed samples shall be obtained from within each cohesive deposit encountered, at the direction of the Engineer, using thin walled piston or push type-samplers in accordance with ASTM D1587 or BS 5930.

Soil sample identification and rock core logging of borings shall be performed either on site in the Contractor’s secure logging facility, or on-board the drilling platform. Subsequently, the samples shall

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be transported the Contractor’s laboratory for final logging, laboratory testing, and final storage. Samples shall be examined and described in accordance with Clause 7.11. Should the Contractor require to store the soil and rock core samples temporarily on-site then a secure, weatherproof facility shall be provided at an on-site upland location to be identified by the Contractor. Storage facilities utilized prior to testing of the soil samples and rock cores, whether on site or at the Contractor’s laboratory facility, shall be climate controlled (cooled).

After completion of the laboratory testing, soils and rock core samples shall be stored at the Contractor’s warehouse facility as per Clause 7.13, except that samples shall be retained for 365 days. Following the storage period, the Contractor shall make provision to deliver any remaining samples to a location to be identified by the Engineer.

Particular in situ testing S1.13 As per Clause 7.6 except that SPTs shall be carried requirements (Section 8) out at 0.5 m centers within the upper 5 m, and at 1.5 m centers thereafter, in both cohesive and non- cohesive deposits. Tests shall be carried out in accordance with BS1377 or ASTM D1586,

Cone Penetration Tests shall be carried out in accordance with BS1377 or ASTM D5778 and shall be include as a minimum, tip resistance, sleeve friction, friction ratio and excess pore water pressure. PCPTs shall be advanced to the maximum capacity of the equipment, or refusal, whichever is sooner. PCPT equipment shall be capable of exerting minimum 20 tonnes reaction force.

Particular S1.14 No instrumentation is required instrumentation and monitoring requirements (Section 9) Particular daily report S1.15 Per Clause 10.2 requirements (Section 10)

Particular laboratory S1.16 Laboratory testing shall be carried out in accordance testing requirements with ASTM D2216, ASTM D4318, ASTM D422 and ASTM D1140, ASTM D2435, ASTM D2850,

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ASTM D2938, ASTM D3148, ASTM D3967, and ASTM D5731, or the equivalent appropriate section of BS1377. Samples shall be transported in accordance with ASTM D4220 or BS 5930.

Contractor shall prepare blank lab testing schedule for each borehole and forward to the Engineer for completion.

All laboratory testing shall be undertaken by the Contractor’s own NAMAS/UKAS accredited laboratory, unless otherwise approved by the Engineer.

Particular reporting S1.17 Preliminary Data Reports for each investigated area requirements (Section at shall be provided within 7 calendar days after 12) completion of the fieldwork. The Preliminary Data Reports shall include details of all boreholes, and in- situ testing. Interpreted soil strata profiles shall be provided, with PCPT results, where applicable, in accordance with Clause 12.2.5.

Interim laboratory testing shall be provided on a weekly basis.

A Draft Final Factual Report shall be provided 21 days after the completion of the fieldwork. The Draft Final Factual Report shall include all borehole logs, and field testing with classification corrected based on the laboratory testing, and results of all laboratory testing conducted.

Final Factual Report shall be required within 30 days of completion of fieldwork, and shall take full account of Engineers comments. Contractor shall provide both PDF and hard copies of the Final Factual Report.

Digital data is required and shall include digital copies of the factual reports and tabulated data from cone penetration tests shall also be provided as described in Clause 12.4 and Appendix III.

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Schedule 2: Exploratory Boreholes Locations of the exploratory marine and on land boreholes are provided on the attached drawings.

Borehole Type Approximate Scheduled Location Existing Termination Ground Elevation Elevation (m CD) (m CD)

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Schedule 3: Amended Clauses

The following clauses are amended

Clause 3.6 Add the following

The Contractor shall take all necessary precautions to avoid causing any damage to access roads, tracks, land, buildings, and other features and shall deal promptly with any complaints by owners or occupiers.

Care shall be taken to preserve the natural amenities of the area and to avoid damaging any trees, bushes, hedges or walls in the vicinity of the Site Operations.

No excavations shall be left open outside the Contractor’s working hours.

3.12 Add the following

The professional attendant shall be responsible for informing all personnel on site employed by the Contractor of the specific requirements of this Specification.

3.14 Add the following

No boring or excavation shall commence until the location has been marked by the Contractor and approved by the Engineer on site.

4.1 Delete “Auger boring” from the list in the second paragraph

5.2 Delete and replace with the following

Where drilling in rock, drilling fluid shall be selected to maximize core recovery and ensure stability of the borehole wall. Drilling fluid may be clean water, air, or air mist, although bentonite mud or other similar fluid shall be used where necessary to ensure against collapse of the borehole wall.

Where using rotary drilling to advance the borehole through soil, drilling mud shall be used to stabilize the borehole. Drilling mud shall be made from bentonite, guar gum or similar product, subject to approval by the Engineer.

5.3.3 Delete and replace with the following

The first drill run in each hole shall not exceed 1 m in length. Subsequent drill runs shall not normally exceed 3 m in length and the core barrel shall be removed from the drill hole as often as is required to obtain the best possible core recovery. When any recovery is less than 90% from a drill run then the next drill run shall be reduced to 50% of the previous length, unless otherwise directed by the Engineer, and so on

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down to a minimum length of 0.5 m. The Engineer may specify in situ testing between drill runs.

5.3.5 Delete Sub-clause 3 and replace with the following

3. Depth shall be indicated on the core box by durable markers at one meter intervals and at all significant changes of strata and at the end of each drill run. Where there has been failure to achieve 100% recovery, core spacer pieces of appropriate size clearly indicating the missing lengths, shall be placed in the boxes. The location, exploratory hole number and the depth of coring relating to the contents of each box shall be clearly indicated in indelible ink on labels, inside the box, on the top and on each end of the box. All markers and labels shall be such as to facilitate subsequent photography. All core boxes other than those to be retained by the Employer shall remain the property of the Contractor.

5.3.6 • 4 Access for the inspection of the cores by the Engineer shall be provided by the Contractor for the duration of the Contract.

5 The cores shall be sealed after examination and before laboratory testing by wrapping in plastic as approved by the Engineer.

7.1 Delete this clause and add the following:

Small disturbed samples weighing not less than 1 kg shall be placed in jars with air tight lids. The jar shall be fully filled to leave no free space within the jar. The jar shall be clearly labeled using indelible ink on waterproof labels, one placed inside the jar and the other securely attached to the outside.

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Schedule 4: Additional Clauses

The following clause is added to the specification

Clause 3.26 Core Storage and Logging Facilities

As part of the Contractor’s offices and stores, the Contractor shall provide secure and weatherproof facilities on site for the purpose of core storage and logging. The logging facilities shall be suitable for the purpose of preparation of the core for examination (Clause 5.36), photography and examination of the core.

The logging facilities shall be equipped with a table or work-bench suitable for placing the core boxes during examination and adequately lit. A measuring tape shall also be provided. Water shall be provided for the purpose of hand washing.

Appendix B

West African Gas Pipeline Project Geotechnical Survey Extract from WAGP’s Geotechnical Survey Report (Thales June 2003).

Tema Spur From a water depth of approximately 51m at the offshore tie-in to the Tema Spur, the seafloor gently shoals northward to a depth of approximately 10m at a distance of roughly 1.8km from the shoreline. Seafloor sediments within the area consist of Sandy CLAY in deeper water and Shelly SAND and GRAVEL in shallower depths. At a depth of approximately 24 m, unconsolidated sediment at the seafloor thins and intermittent exposures of consolidated sediment and a veneer of SAND and GRAVEL exist to the shoreline. At a depth of 10 m, there is an outcrop of consolidated sediment, or rock, covered with intermittent patches of SAND and GRAVEL. From a depth of roughly 4m, the seafloor shoals gradually across a rocky area that extends seaward roughly 900m from the shore. A seafloor gradient of 2.7o occurs between water depths of 4 and 10 m near the coastline.

Takoradi Beach Crossing The seafloor within this Segment shoals gently from water depths of approximately 31m in the South to 22m. Seafloor sediment in this area consists of Shelly SAND and Gravelly SAND. At a depth of approximately 22m, there is a 300m wide sand bar with vertical relief of slightly more than 2m. North of the inshore edge of the sand bar the seafloor shoals gently to a water depth of approximately 10m. Seafloor sediment in this area consists mainly of Shelly SAND. From water depth of approximately 10 m the seafloor of Shelly SAND is interspersed with isolated outcrops of consolidated sediment, or rock. Seafloor gradients of roughly 1o occur in this area. The proposed centerline crosses three (3) short lengths of the outcrop material in the region from 10m depth to the shoreline.

Appendix C

Opportunities for US Companies Opportunities for US Companies

Construction / Program Management McDermott International Inc., Houston, Texas Corporate Headquarters CH2M Hill 777 N. Eldridge Pkwy. CH2M HILL World Headquarters Houston, TX 77079 9191 South Jamaica Street Phone: (281) 870-5901 Englewood, CO 80112 www.mcdermott.com Phone: (888) 242-6445 www.ch2m.com Clark Group, Bethesda, Md. 7500 Old Georgetown Road Bechtel, San Francisco, Calif. Bethesda, MD 20814 50 Beale Street Phone: (301) 272-8100 San Francisco, CA 94105 Fax: (301) 272-1928 Phone: (415) 768-1234 www.clarkconstruction.com Fax: (415) 768-9038 www.bechtel.com The Whiting-Turner Contracting Co., Baltimore, Md. 300 East Joppa Road Fluor Corp., Irving, Texas Baltimore, MD 21286 6700 Las Colinas Blvd. Phone: (410) 821-1100 Irving, TX 75039 Phone: (800) 638-4279 Phone: (469) 398-7000 Fax: (410) 337-5770 Fax: (469) 398-7255 www.whiting-turner.com www.fluor.com URS Corp., San Francisco, Calif. KBR, Houston, Texas 600 Montgomery Street, 26th Floor 601 Jefferson Street San Francisco, CA 94111 Houston, TX 77002 Phone: (415) 774-2700 Phone: (713) 753-2000 Fax: (415) 398-1905 www.kbr.com www.urscorp.com

PCL Construction Enterprises Inc., Denver, Colo. The Shaw Group Inc., Baton Rouge, La. US Head Office 4171 Essen Lane 2000 South Colorado Blvd., Tower Baton Rouge, LA 70809 Two Suite 2-500 Phone: (225) 932-2500 Denver, CO 80222 Fax: (225) 932-2661 Phone: (303) 365-6500 www.shawgrp.com www.pcl.com Balfour Beatty Construction, Dallas, Texas Jacobs, Pasadena, Calif. 3100 McKinnon Street, Tenth Floor 1111 South Arroyo Parkway Dallas, TX 75201 P.O. Box 7084 Phone: (214) 451-1000 Pasadena, CA 91105 Contact: Robert C. Van Cleave, Chairman and CEO Phone: (626) 578-3500 www.balfourbeatty.com Fax: (626) 568-7144 www.jacobs.com CB&I, Woodlands, Texas One CB&I Plaza Foster Wheeler AG, Clinton, N.J. 2103 Research Forest Drive Perryville Corporate Park The Woodlands, TX 77380 Clinton, NJ 08809 (832) 513-1000 Phone: (908) 713-3082 www.cbi.com Fax: (908) 713-3033 www.fwc.com Opportunities for US Companies

Design HDR 8404 Indian Hills Drive McDermott International Inc. Omaha, NE 68114 Corporate Headquarters Phone: (402) 399-1000 777 N. Eldridge Pkwy. Phone: (800) 366-4411 Houston, TX 77079 Fax: (402) 399-1238 Phone: (281) 870-5901 www.hdrinc.com www.mcdermott.com Jacobs Aecom Technology Corp. 1111 South Arroyo Parkway 555 South Flower Street P.O. Box 7084 Suite 3700 Pasadena, CA 91105 Los Angeles, CA 90071 Phone: (626) 578-3500 Phone: (213) 593-8000 Fax: (626) 568-7144 Fax: (213) 593-8730 www.jacobs.com www.aecom.com Kimley-Horn And Associates Inc. Bechtel 3001 Weston Parkway 50 Beale Street P.O. Box 33068 San Francisco, CA 94105 Cary, NC 27636 Phone: (415) 768-1234 Phone: (919) 677-2000 Fax: (415) 768-9038 Fax: (919) 677-2050 www.bechtel.com www.kimley-horn.com

CH2M Hill Louis Berger Group CH2M HILL World Headquarters 412 Mount Kemble Ave. 9191 South Jamaica Street P.O. Box 1946 Englewood, CO 80112 Morristown, NJ 07960 Phone: (888) 242-6445 Phone: (973) 407-1000 www.ch2m.com Fax: (973) 267-6468 www.louisberger.com Halcrow Inc. 22 Cortlandt Street, 31st Floor Michael Baker Corp. New York City, NY 10007 Airside Business Park Phone: (212) 608-3990 100 Airside Drive Fax: (212) 566-5059 Moon Township, PA 15108 www.halcrow.com Phone: (412) 269-6300 Phone: (800) 553-1153 Hatch Mott Macdonald Fax: (412) 375-3980 27 Bleeker Street www.mbakercorp.com Millburn, NJ 07041 Phone: (973) 379-3400 MWH Global Fax: (973) 376-1072 Regional Headquarters - Americas www.hatchmott.com 370 Interlocken Boulevard Suite 300 Broomfield, CO 80021 Phone: (303) 533-1900 Fax: (303) 533-1901 www.mwhglobal.com Opportunities for US Companies

Design (Continued) Jay Cashman 549 South Street Parsons P.O. Box 692396 100 West Walnut Street Quincy, MA 02269 Pasadena, CA 91124 Phone: (617) 890-0600 Phone: (626) 440-2000 Fax: (617) 890-0606 Fax: (626) 440-2630 www.jaycashman.com www.parsons.com Orion Marine Group Parsons Brinckerhoff Inc. 12000 Aerospace Avenue One Penn Plaza Suite 300 New York, NY 10119 Houston, TX 77034 Phone: (212) 465-5000 Phone: (713) 852-6500 Fax: (212) 465-5096 www.orionmarinegroup.com www.pbworld.com Weeks Marine The Shaw Group Inc. 4 Commerce Drive 4171 Essen Lane Cranford, NJ 07016 Baton Rouge, LA 70809 Phone: (908) 272-4010 Phone: (225) 932-2500 Fax: (908) 272-4740 Fax: (225) 932-2661 www.weeksmarine.com www.shawgrp.com Manson Construction URS Corp. 5209 East Marginal Way S. 600 Montgomery Street, 26th Floor Seattle, WA 98134 San Francisco, CA 94111 Phone: (206) 762-0850 Phone: (415) 774-2700 Fax: (206) 764-8590 Fax: (415) 398-1905 www.mansonconstruction.com www.urscorp.com Kiewit Moffatt & Nichol Kiewit Offshore Services, Ltd. 3780 Kilroy Airport Way Suite 600 2440 Kiewit Road Long Beach, CA 90806 Ingleside, TX 78362 Phone: (562) 426-9551 Phone: (361) 775-4300 Fax: (562) 424-7489 Fax: (361) 775-4433 www.moffattnichol.com www.kiewit.com

Dredging and Marine Works Technologies

Great Lakes Dredge and Docking General Electric Company 2122 York Road 3135 Easton Turnpike Oak Brook, IL 60523 Fairfield, CT 06828 Phone: (630) 574-3000 Phone: (203) 373-2211 Fax: (630) 574-2909 www.ge.com www.gldd.com Westinghouse 4350 Northern Pike Monroeville, PA Phone: 412-374-4111 Fax: 412-374-3272 www.westinghouse.com Opportunities for US Companies

Material Handling Equipment Battelle Pacific Northwest National Laboratories 902 Battelle Boulevard Heyl & Patterson Richland, WA 2000 Cliff Mine Rd Phone: (888) 375-7665 Park West Two www.pnl.gov Suite 300 Pittsburgh, PA. 15275 Embarcadero Systems Corp. Phone: (412) 788-9810 1701 Harbor Bay Parkway Fax: (412) 788-9822 Alameda, CA 94502 www.heylpatterson.com/contact.aspx Phone: (510) 749-7400 Fax: (510) 749-3800 FMC Technologies www.esystem.com 1803 Gears Rd Houston, TX 77067 High Tech Solutions Phone: (281) 591 4000 39 Solomon Pierce Road Fax: (281) 591 4102 Lexington, MA 02420 www.fmctechnologies.com Phone: (781) 861-1286 Fax: (781) 861-1286 Bucyrus International, Inc. http://x.htsol.com 1100 Milwaukee Ave South Milwaukee, WI, 53172 APS Technologies Phone: (414) 768-4000 3959 Ruffin Road, Suite 1 www.bucyrus.com San Diego, CA 92123 Phone: (858) 571-4444 MASABA Mining Equipment, Inc. Fax: (858) 571-4450 1617 317th St www.accessprofessionals.com PO Box 345 Vermillion, SD 57069 Terminal Operating System Suppliers Phone: (605) 624-9555 Fax: (605) 624-8997 NAVIS www.masabainc.com 1000 Broadway, Suite 150 Oakland, CA 94607 Conveyors, Inc. Phone: (510) 267-5000 620 South Fourth Avenue Fax: (510) 267-5100 Mansfield, TX 76063 www.navis.com Phone: (817) 473-4645 Fax: (817) 473-3024 Cyberlogitec www.conveyorsinc.net 80 East Route 4, Suite 490 Paramus, NJ 07652 Gate Scanner Suppliers/Security Systems Providers Phone: (201) 291-4700 Fax: (201) 291-9866 SAIC www.cyberlogitec.com/en SAIC Headquarters 1710 SAIC Drive McLean, VA 22102 Phone: (703) 676-4300 www.saic.com Opportunities for US Companies

Terminal Operating System Suppliers (Continued)

Tideworks Technology 1131 SW Klickitat Way, Bldg. E P.O. Box 24205 Seattle, WA 98134 Phone: (206) 382-4470 Fax: (206) 382-0443 www.tideworks.com

Jade Software Corp. 291 West 22nd, Suite 203 San Pedro, CA 90731 Phone: (310) 560-9118 www.jadeworld.com