5 TASK III - PORT FACILITIES REQUIREMENTS

93. The analysed short-, medium- and long-term cargo throughputs through Namibian ports have to be translated into port, berth and quay facility requirements, categories and dimensions as well as realistic ship movements for different commodities. These projections for different cargo commodities are pictured in the following tables (tables 27, 28, 29, 30 and 31).

 

TABLE 27: PROJECTION OF LIVE CARGO

 

Scenario / 000 head Now 1995 2005 2015
Slow growth

0

0

0

0

Rapid growth

0

20

100

100

Expected growth

0

50

200

300

 

TABLE 28: PROJECTION OF GENERAL CARGO

 

Scenario / 000 t Now 1995 2005 2015
Imports:

slow growth

rapid growth

expected growth

 

85

 

85

139

79

 

115

228

108

 

140

270

158

Exports:

slow growth

rapid growth

expected growth

 

188

 

276

327

278

 

268

580

387

 

358

608

529

Total:

slow growth

rapid growth

expected growth

 

273

 

361

466

357

 

383

808

495

 

498

878

687

 

TABLE 29: PROJECTION OF CONTAINERISED CARGO

 

Scenario / 000 t Now 1995 2005 2015
Imports:

slow growth

rapid growth

expected growth

 

110

 

139

116

126

 

180

112

117

 

225

160

142

Exports:

slow growth

rapid growth

expected growth

 

24

 

72

114

84

 

119

172

143

 

156

289

231

Total:

slow growth

rapid growth

expected growth

 

134

 

211

230

210

 

299

284

260

 

381

449

373

 

TABLE 30: PROJECTION OF BULK CARGO

 

Scenario / 000 t Now 1995 2005 2015
Imports:

slow growth

rapid growth

expected growth

 

55

 

75

65

75

 

115

65

105

 

185

55

145

Exports:

slow growth

rapid growth

expected growth

 

530

 

495

665

570

 

335

2070

880

 

290

5020

960

Total:

slow growth

rapid growth

expected growth

 

585

 

570

730

645

 

450

2135

985

 

475

5075

1105

 

TABLE 31: PROJECTION OF LIQUID CARGO

 

Scenario / 000 t Now 1995 2005 2015
Slow growth

600

630

700

770

Rapid growth

730

1080

1600

Expected growth

690

940

1250

 

5.2 FACILITIES FOR THE FISHING INDUSTRY

 

94. At present the entire pelagic fish catch is landed or transhipped at W.B. It can be concluded that, modernisation apart, the existing fishing port at W.B. could handle the entire purse-seiner catch at MSY after full recovery of the pilchard and anchovy stocks. The present W.B. frontage is about 1.800 m which could be optimally compressed to 1.000 m frontage elsewhere. The demand analysis suggests that about 25% of the total pilchard and anchovy landings could be more economically provided for at a North Coast fishing port with required landing jetties and a frontage of 300-400 m. See tables 32 and 33.

 

TABLE 32: PURSE-SEINERS: REQUIRED BERTH LENGTH

 

Scenario / m length 1995 2005 2015 Max.
Slow growth

250

310

370

760

Rapid growth

340

580

610

Expected growth

250

310

570

 

TABLE 33: PURSE-SEINERS: EXPECTED GROWTH

 

Scenario 1995 2005 2015 Max.
Landings (t) *:

northern

central

southern

 

0

250

0

 

68

277

0

 

150

505

0

 

260

1040

0

Berthage (m):

northern

central

southern

 

0

250

0

 

60

260

0

 

100

470

0

 

120

640

0

NOTA: * Live weight equivalent.

95. The mid-water trawler fleet presently responsible for landing large quantities of horse mackerel as frozen blocks (primarily for transhipment) and fish meal (for export) will require a future berth length of approximately 450 m with a depth of water alongside of 9 m. This pre-supposes that all frozen fish scheduled for transhipment will in future first be off-loaded to shore. Indications are that the sources of such transhipments of frozen fish are distributed in the ratio 50%:30%:20% between the northern, central and southern fishing grounds. See tables 34 and 35.

 

TABLE 34: MIDWATER TRAWLERS: REQUIRED BERTH LENGTH

 

Scenario / m length 1995 2005 2015 Max.
Slow growth

300

60

60

290

Rapid growth

320

270

270

Expected growth

320

270

270

 

TABLE 35: MIDWATER TRAWLERS: EXPECTED GROWTH

 

Scenario 1995 2005 2015 Max.
Landings (t) *:

northern

central

southern

 

0

300

0

 

40

210

0

 

70

180

0

 

90

230

0

Berthage (m):

northern

central

southern

 

0

320

0

 

40

230

0

 

80

190

0

 

80

210

0

NOTA: * Live weight equivalent.

96. The various growth scenarios anticipated for the future white fish landings are expected to affect the trawler fleet size in proportion to the expected increase in catch volume from 1995 onwards. Table 36 gives the required berth length for white fish trawler landings. The demand analysis revealed that 20-25% of the total berth lengths could be provided at a North Coast Port in place of W.B. See also table 37.

TABLE 36: REQUIRED BERTH LENGTH FOR FREEZER AND WET FISH

 

Scenario / m length 1995 2005 2015 Max.
Slow growth

680

1110

1280

1880

Rapid growth

800

1520

1910

Expected growth

730

1240

1650

 

TABLE 37: FREEZER AND WETFISH TRAWLERS: EXPECTED GROWTH

 

Scenario 1995 2005 2015 Max.
Landings (t) *:

northern

central

southern

 

0

136

36

 

78

191

67

 

114

222

79

 

146

333

101

Berthage (m):

northern

central

southern

 

0

560

170

 

230

730

270

 

370

840

310

 

430

1090

360

NOTA: * Live weight equivalent.

97. Table 38 gives for the expected growth scenario the required berth lengths for smaller fishing vessels where also 25-30% could be economically justifiably used at a North Coast Port. See also table 39. Table 40 gives the summarised "Exports of Fish by Sea".

 

TABLE 38: REQUIRED BERTH LENGTH FOR SMALLER VESSELS

 

Scenario / m length 1995 2005 2015 Max.
Slow growth

220

290

440

910

Rapid growth

230

440

700

Expected growth

220

370

540

 

TABLE 39: EXPORTS OF FISH PRODUCTS BY SEA

 

Scenario / 000 t * Now 1995 2005 2015 2015
Slow growth

375

439

373

471

1101

Rapid growth

503

796

792

Expected growth

442

512

706

NOTA: * Gross product weight.

98. Table 40 gives the required berth lengths for the handling of general cargo commodities. These commodities are expected to remain via coasters and general ocean-going cargo carriers of the 5.000 to 20.000 GRT class requiring a depth of water less than 10 m. The demand analysis for expected growth showed that 2 berths will be sufficient to handle the increased cargo throughput, but that a 3rd berth might be essential to avoid congestions in case of simultaneous arrivals. The additional berths under the rapid growth scenario are required for cement exports. The sea area associated with a single general cargo berth (average: 180 m) is typically 50.000 to 60.000 m2 and the land area 4.000 to 15.000 m2. Every second general cargo berth should be backed up by a storage shed of approximately 3.500 m2. Each berth should also be serviced by 2 wharf cranes (5 - 15 t) and have railway line access along the quay side.

 

TABLE 40: GENERAL CARGO BERTH REQUIREMENTS

 

Scenario / 000 t Now 1995 2005 2015
Slow growth

0.6

0.7

1.0

1.5

Rapid growth

1.0

1.7

1.9

Expected growth

0.7

1.0

1.5

99. Table 41 gives the containerised cargo facilities. The table indicates that, even in the longer-term, a single, dedicated container berth with one container crane will suffice to handle the increased containerised cargo. The sea area associated with the single container berth (of total 180 m length) is typically 50.000 to 60.000 m2 to accommodate a throughput of up to 100.000 containers per year. Both the quay side and stacking areas should be serviced by rail access.

 

TABLE 41: CONTAINER BERTH REQUIREMENTS

 

Scenario / 000 t Now 1995 2005 2015
Slow growth

0.4

0.6

0.8

1.1

Rapid growth

0.7

0.9

1.3

Expected growth

0.6

0.7

1.1

100. Table 42 gives the expected dry bulk cargo facilities. Handling of the sea transportation of imported bulk commodities is expected to remain via ordinary coasters of the 5.000 to 10.000 GRT class while bulk salt export will remain via special bulk carrier requiring a depth a water depth of less than 10 m. In the near future these vessels are expected to visit the port at an average rate of one per week. Of these ships, one third would be dedicated to salt exports and one third to mineral/ore exports. The table furthermore indicates that 2 berths will suffice. The sea area associated with a single berth (of total 180 m length) is typically 60.000 m2 and the land area 5.000 m2.

 

TABLE 42: BULK CARGO BERTH REQUIREMENTS

 

Scenario / 000 t Now 1995 2005 2015
Slow growth

1.0

1.0

0.8

0.8

Rapid growth

1.2

3.6

8.5

Expected growth

1.1

1.6

1.8

101. Table 43 gives the expected liquid cargo facilities. The sea transportation is expected to remain via coaster tanker of 20.000 GRT class requiring a depth of water of less than 10 m. The table indicates that a single (dedicated) liquid cargo berth/terminal will be sufficient to handle the increased fuel throughput. The sea area associated with such single berth/terminal is typically 250.000 m2. Storage capacity, in the form of tanks, should require a ground area of not more than 10.000 m2.

 

TABLE 43: LIQUID CARGO BERTH REQUIREMENTS

 

Scenario / 000 t Now 1995 2005 2015
Slow growth

0.3

0.3

0.4

0.4

Rapid growth

0.4

0.6

0.9

Expected growth

0.4

0.5

0.7

102. As far as facilities for the Off-shore Oil Industry are concerned, for the two first exploration phases to the year 2000 no special port facilities are required. After the year 2000 exploration is expected to continue with five floaters in operation. The required port facilities for the peak of the third exploration phase can be quantified in table 44:

 

TABLE 44: FACILITIES FOR OFF-SHORE OIL INDUSTRY

 

FACILITIES

DIMENSIONS

1 Berth

120 m length

1 Berth

70 m length

Water depth alongside berths

11 m

Maximum supply ship size

36.000 GRT

Open-air storage

74.000 m 2

Indoor storage

8.000 m2

Supply ship movements

800 per year

Crane lift needs

25 t to 160 t

103. Major port developments can, however, be expected if sufficient quantities of oil/gas are being exploited off-shore to justify a local refinery. For exporting refinery products it is expected that a loading jetty or a single buoy mooring (SBM) to accommodate one 70.000 GRT tanker would be needed by the year 2010.

104. Other port facilities will be needed for the mooring of 2 fisheries inspection vessels, 1 survey ship (requiring berth lengths of 3 x 100 m) and 2 coast guard vessels (requiring berth lengths of 2 x 70 m). Equipment storage as well as office space will be required and an area for confiscated ships as well as fishing boats awaiting the next season.

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