THE WORLD BANK GROUP ARCHIVES PUBLIC DISCLOSURE AUTHORIZED Folder Title: Government of Malawi - Lake Malawi and Upper Shire Transportation Project - Techno Economic Feasibility Study - Lake and River Craft - Annex D to General Report - Part I with Kraft Paper Mill - Part II without Kraft Paper Mill - February 1968 Folder ID: 301561 Project ID: P001590 Dates: 02/01/1968-02/01/1968 Fonds: Records of the Africa Regional Vice Presidency ISAD Reference Code: WB IBRD/IDA AFR Digitized: 6/2/2020 To cite materials from this archival folder, please follow the following format: [Descriptive name of item], [Folder Title], Folder ID [Folder ID], ISAD(G) Reference Code [Reference Code], [Each Level Label as applicable], World Bank Group Archives, Washington, D.C., United States. The records in this folder were created or received by The World Bank in the course of its business. The records that were created by the staff of The World Bank are subject to the Bank's copyright. Please refer to http://www.worldbank.org/terms-of-use-earchives for full copyright terms of use and disclaimers. THE WORLD BANK Washington, D.C. @ International Bank for Reconstruction and Development / International Development Association or The World Bank 1818 H Street NW Washington DC 20433 Telephone: 202-473-1000 Internet: www.worldbank.org PUBLIC DISCLOSURE AUTHORIZED m n) jL- -RMNOF LA W LAKE MA+LAWI .. D UPE $HIR TRNPRTTO 'PROJECT -A~ RIE**A *4A NE Ds-* DIE 1 *SFE - SAIt J KA -,A PAN * KIRUFF * * COSLTN ENIER COPEHAGE GOVERNMENT OF MALAWI LAKE MALAWI AND UPPER SHIRE TRANSPORTATION PROJECT TECHNO-ECONOMIC FEASIBILITY STUDY LAKE AND RIVER CRAFT ANNEX D TO GENERAL REPORT PART I : WITH KRAFT PAPER MILL PART II: WITHOUT KRAFT PAPER MILL FEBRUARY 1968 KAM PSAX KAMPMANN, KIERULFF & SAXILD A/S CONSULTING ENGINEERS - COPENHAGEN TABLE OF CONTENTS PART I: WITH KRAFT PAPER MILL Page CHAPTER 1 - DESIGN OF SHIPS ................... 1 1. Considerations Influencing the Design of New Ships and Alterations to Existing Ships ....... 1 1.1 Size of Cargo Ships ........................ 1 1. 2 Utilization of Ships .............................. 5 1.3 Cargo Handling .................................. 6 1.3.1 Manual Versus Mechanical Cargo Handling .... 6 1.3.2 Improving Cargo Handling .................... 8 1.3.3 Harbour Facilities .......................... 12 1.3.4 Ship Facilitie s .................................. 13 1.4 Operation of Ships .......................... 14 1. 5 R eliability .................................. 18 2. Ships for Malawi's Lake Service .............. 20 2. 1 Existing Cargo Ships ........................... 20 2.2 Lengthening of m. s. "NKWAZI" and Improve- ments to Cargo Gear of "NKWAZI" and "MPASA" 21 2.3 Tugs and Barges ............................... 24 2.4 Existing Passenger Ships ...................... 26 2.5 Proposed New Ships ........................... 28 2.5.1 General Conditions ............................ 28 2.5.2 General Cargo Ships .......................... 31 2.5.3 Tankers ....................................... 33 2.5.4 Cattle Ships ................................... 34 2.5.5 Future Passenger Ships ....................... 35 2.5.6 Combined Cargo and Passenger Ships ........ ...36 ii Page CHAPTER 2 - REQUIRED SHIP CAPACITY ........ 37 1. General Assumptions ........................ 37 2. Phased Ship Capacity Requirements ........... 39 3. Estinated Cost of Ships ..................... 42 CHAPTER 3 - MAINTENANCE, REPAIR AND CONSTRUCTION OF SHIPS ........ 45 -4 1. Existing Headquarters and Shipyard at Monkey Bay .................................. 45 2. Proposed New Shipyard at Liwonde ......... 47 2.1 General ................................... 47 2.2 Description of New Yard ................... 49 3. Construction of New Ships, Lengthening of Existing Ships, etc. ....................... 51 CHAPTER 4 - OPERATION OF LAKE AND RIVER SERVICE ................. 53 1. Shipowning Company ......................... 53 2. Harbours ..................................... 54 3. Shipyard ................................... 55 4. Buoys and Beacons ............................ 55 5. Radio Communication ....................... 56 6. Training Programmes ..................... 56 6.1 Skilled Workers ............................... 56 6.2 Marine Engineers .......................... 57 6.3 Navigators ................................. 58 6.4 Certificate Required ........................... 58 iii PART II: WITHOUT KRAFT PAPER MILL Page 1. General ..................................... 60 2. Estimated Annual Ton-Miles ................. 60 3. Phased Ship Capacity Requirements ........ 61 4. Estimated Cost of Ships ...................... 64 FIGURES 1 - 9 DRAWINGS D 1 - D 9 LIST OF TABLES PART I: TABLE 1: Deadweight, Speed and Horsepower of a Series of General Cargo Ships ........ 2 TABLE 2: Maximum Annual Ton-Mile Capacity of Cargo Ships ........ ... ... ...... ..... 4 TABLE 3: Existing Ships .......................... 22 TABLE 4: Existing Barges and Pontoons ........... 23 TABLE 5: Transported Annual Ton-Miles on Lake Malawi and Shire River 1970-1990 with Kraft Paper Mill ......................... .38 TABLE 6: Required and Available Ton-Mile Ship Capacity ................ ... ............. 40 iv Page TABLE 7: Estimated Shipbuilding Costs (1967 prices) ............................. 43-44 PART II: TABLE 8: Transported Annual Ton-Miles on Lake Malawi and Shire River 1970-1990 without Kraft Paper Mill ................ 62 TABLE 9: Required and Available Ton-Mile Ship Capacity ............. .... .............. 63 TABLE 10: Estimated Shipbuilding Costs (1967 prices)............................ 64-65 LAKE AND RIVER CRAFT PART I: WITH KRAFT PAPER MILL CHAPTER 1 DESIGN OF SHIPS 1. Considerations Influencing the Design of New Ships and Alterations to Existing Ships. Future ships for Malawi' s lake and river transportation system should be designed and built, and present ships should be al- tered to meet several requirements. The ships should be economical to operate, be versatile, transport passengers and cargo quickly and efficiently, be easy to operate under all conditions, be comfortable to live onboard, be specially constructed for transport of certain goods, such as oil products and cattle. In the following, some of the factors influencing the above re- quirements are studied in detail with emphasis put on those factors, which have a bearing on the economic aspects. 1.1 Size of Cargo Ships. In order to illustrate how the ton mile rates are influenced by ship? s size, calculations were performed on a series of cargo ships with deadweight capacities ranging from 150 to 900 tons in steps of 150 tons. Data on deadweight, speed and main engine horsepower of the ships are given in table 1. TABLE 1. Deadweight, Speed and Horsepower of a Series of General Cargo Ships. Deadweight capacity all told (long tons) 150 300 450 600 750 900 Deadweight capacity net (short tons) 150 300 450 600 750 900 Service speea1 (knots) 8.0 8.75 9.5 10.0 10.5 11.0 Main engine BHP 240 330 420 510 600 700 Deadweight capacity all told includes cargo, oil bunkers, pro- vision, stores, crew etc., whereas deadweight capacity net includes cargo only. For each of the above ships, weight calculations have been per- formed and estimates made of building costs. In calculating the annual running costs for a ship, the assump- tion was made that the following expenses are independent of distance sailed and amount of cargo carried: crew wages, incl. overheads provisions stores repair and maintenance ( spare parts lubricating oils -3- insurance supervision administration. Only cost of fuel bunkers was taken to be dependent on the distance sailed. A profit of 5 per cent p. a. of the building cost of the ship has been included in the running costs. Possible income tax has not been taken into account. The ships were considered depreciated over 25 years and the interest rate was taken to be 5 per cent p. a. In fig. 1, the total running costs per ton-mile (short ton - statute mile) for different sizes of ships are plotted as a func- tion of the ton-miles made good per year. Curves are given for each of the 6 different sizes of ships of table 1. The curves are valid for a 100 per cent utilization of the ships, i. e. when the ships are always running fully loaded. This is a condition which cannot be fulfilled in actual practice. A utili- zation of 70 per cent of the total ton-mile capacity seems to be a more realistic figure to be used for a comparison, and therefore the total running costs per ton-mile have also been calculated for this condition as shown on fig. 2. For each of 'the 6 different sizes of ships, the maximum annual ton-mile capacity under the mentioned two assumptions regard- ing utilization has been calculated, and the results are given in table 2. The calculations are furthermore based on the assumption that per year the ships will have -4- 320 days in commission and 45 days out of commission for repairs etc. Taking into consideration that the ships in question are general cargo ships and that the distances sailed between the various ports are rather short, it has been assumed that of the time in commission: 320 days, an absolute maximum of 60 per cent (192 days) is spent at sea. The remaining 40 per cent (128 days) is spent in all weather or fair weather ports or at anchorages. The table is based on the ships sailing also during night-time. TABLE 2. Maximum Annual Ton-Mile Capacity of Cargo Ships. Maximum annual Maximum annual Deadweight capacity ton-mile capacity ton-mile capacity of ship 100 per cent 70 per