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Folder Title: Government of Malawi - Lake Malawi and Upper Shire TransportationProject - Techno Economic Feasibility Study - Lake and River Craft - AnnexD to General Report - Part I with Kraft Paper Mill - Part II without KraftPaper Mill - February 1968

Folder ID: 301561

Project ID: P001590

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

Fonds: Records of the Africa Regional Vice Presidency

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THE WORLD BANKWashington, D.C.

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PUBLIC DISCLOSURE AUTHORIZED

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GOVERNMENT OF MALAWI

LAKE MALAWI AND UPPER SHIRE

TRANSPORTATION PROJECTTECHNO-ECONOMIC FEASIBILITY STUDY

LAKE AND RIVER CRAFT

ANNEX DTO GENERAL REPORT

PART I : WITH KRAFT PAPER MILL

PART II: WITHOUT KRAFT PAPER MILL

FEBRUARY 1968

KAM PSAX KAMPMANN, KIERULFF & SAXILD A/SCONSULTING 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 capacityall told (long tons) 150 300 450 600 750 900

Deadweight capacitynet (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 netincludes 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 annualDeadweight capacity ton-mile capacity ton-mile capacityof ship 100 per cent 70 per cent

utilization utilization

Long tons all told short tons-statute short tons-statuteor short tons net miles miles

150 6.4 x 106 4.5 x 106

300 14 x 10 6 10 x 106

450 23 x 106 16 x 106

600 32 x 106 22 x 106

750 42 x 10 6 29 x 106

900 52 x 106 37 x 106

The curves indicate that the ton-mile rates are decreasing with

increasing utilization of the ships.

The curves also indicate that provided full use is made of the

ships, ton-mile rates are decreasing with increasing ship size.

-5-

An interesting feature of the curves is the decrease in the slope

with increasing transport volume and with increasing ship size.

The curves show clearly that it should be avoided to have the

future fleet built up of too small units.

In fig. 9 is given distances in nautical miles (= 1.152 statute

miles) between existing and future harbours on the lake and

between such lake harbours and future river harbours.

1.2 Utilization of Ships.

In order to illustrate how freight rates are influenced by ship

size and cargo handling efficiency at the ports fig. 3 was pre-

pared.

The following assumptions were made:

Transport between two ports only

Distance between ports: 290 statutp miles

Ships utilized to 70 per cent

50 per cent of the time in port is spent on cargo handling.

Fig. 3 clearly shows the importance of an effective cargo hand-

ling in the ports and at the anchorages. The curves also show

that the future fleet should consist of ships of different sizes,

the smaller ships being used mainly on ports with inadequate

cargo handling facilities and on anchorages.

As the two existing ships both have deadweight capacities of

about 180 tons, they seem to be suitable for navigation on the

smaller ports at the time when larger ships have been put into

service.

Like the two previous figures fig. 3 shows that it should be

avoided to have the future fleet consist of too many small units.

However, large ships will be difficult to employ to their full

-6-

capacity. For the first new cargo ships to be built a dead-

weight capacity of 500 tons has been chosen as a compromise.

In order to reduce transport costs, it is suggested that at least

one of the existing ships should be lengthened, as described in

detail in section 2. 2 of this chapter. After lengthening, the

ship will have a deadweight capacity of about 285 short tons, and

the necessary variation in ship' s sizes will be maintained.

For navigation on ports and anchorages with extremely small

volumes of cargo, but with a comparatively large number of

passengers, small ships designed for combined transport of

goods and passengers should be used. These ships then should

feed larger cargo and passenger ships at the main ports. The

preliminary design of a small combined cargo and passenger ship

has been prepared and is described in section 2.5.6 of this chap-

ter.

In order that the larger ships can run fully loaded most of the

time, storage sheds of ample size must be available at the ports

for incoming as well as for outgoing goods.

1.3 Cargo Handling.

1.3.1 Manual Versus Mechanical Cargo Handling.

One of the most important factors to consider when making pro-

posals for a future lake and river transportation service is the

handling in the ports or at the anchorages of the cargo trans-

ported.

Cargo may be handled in several ways. The extremes in cargo

handling might be said to be:

a. cargo handling with a minimum amount of mechanical

devices and a maximum amount of manual labour, and

-7-

b. cargo handling with a maximum amount of mechanical

devices and a minimum amount of manual labour.

The first system (a) is time consuming and could only be used

where cheap labour is abundant and time is of little importance.

The ships would spend much of their time in port and therefore

over a longer period will only transport comparatively small

amounts of cargo, and the transport will consequently be very

costly.

Fig. 3 clearly shows that with this sytem having extremely

low cargo handling efficiency acceptable ton-mile rates cannot

be obtained.

This explanation, however, is only valid for transport by means

of ships. If barges and tug boats were used the explanation

would have to be modified somewhat.

With this latter system the number of barges should be large

in relation to the number of tugs. In this way, full use could

be made of the expensive tugs, which would not be held up in

the ports by time consuming cargo handling.

For reasons given in section 2. 3 of this chapter, tugs and bar-

ges are generally not recommended for use on Lake Malawi.

Fortunately, the second system (b) outlined above has more to

offer. As the fullest possible use is made of mechanical de-

vices, cargo is handled very quickly. Goods are transported

to their destination in the shortest possible time, and full use

is made of the ships, because they spend a minimum of time

in port. In other words: With quick and efficient cargo hand-

ling in the ports, fewer and/or smaller ships may be used for

transporting a given amount of cargo.

In order to illustrate this, fig. 4 was prepared, based on cal-

culations made, when a pulp ship was under consideration. The

-8-

curves give the necessary ship size as a function of the time

spent in port per round trip Chinteche-Liwonde. It may be

seen from the curves that Z ships capable of transporting 625

short tons each will be able to transport 100, 000 short tons of

pulp per year provided the time spent in port is 48 hours (2

days) per round trip. If, however, the time spent in port is

96 hours (4 days), it will be necessary to use 3 ships, each

capable of transporting 625 short tons of pulp. As a cargo ship

for 625 short tons of pulp will cost about Malawi Pounds 230, 000,

it will be understood that quite a lot is to be gained by improv-

ing cargo handling.

1.3.2 Improving Cargo Handling.

Cargo handling may be accelerated by:

a. Preparing the cargo in such a way that it can be

handled quickly by mechanical means

b. Improving harbour facilities

c. Improving ship facilities.

Cargo may be handled

in slings, nets etc.

on pallets using fork lift trucks

in containers

on trailers (roll on/roll off method)

in bulk.

Slings and Nets.

Slings and nets used for handling general cargo are lifted by

derricks or cranes fitted either onboard or ashore. Until re-

cently, slings, nets, etc. used in loading a ship did not travel

-9-

with the ship. Instead, the cargo was removed from the net

or sling during stowage onboard. At arrival in the port of dis-

charge, slings or nets again had to be put around the cargo in

order that it could be handled by the cranes or derricks.

For Malawi's future Lake and River Service a different system

should be adopted. It is recommended that slings and nets

fitted on the cargo at the port of loading or even at the place

of production should follow the cargo to the port of discharge

or even to the ocean port of Nacala.

In this way, time spent on man handling of the cargo is reduced.

Pallets and Fork Lift Trucks.

Cargo may also be stowed on pallets, which are handled by fork

lift trucks. As a rule, the pallets follow the cargo from the

place of production to the final destination.

Cargo may be brought to the quay site by fork lift trucks and

from there taken onboard by ship cranes or ship derricks, and

fork lift trucks may be used to stow the cargo onboard. Often,

the cargo is shifted from a quay-based fork lift truck to a ship-

based fork lift truck at the ship's side.

The use of pallets and fork lift trucks has great advantages. No

man handling of the cargo is taking place during loading and un-

loading and thereby the time spent in port is greatly reduced.

For the Lake and River Service it is recommended that general

cargo is transported on pallets as often as possible and handled

by fork lift trucks in the warehouses and on the quays. Due to

the variations in lake levels it will at certain times be difficult

to shift the cargo through side openings in the ships side. There-

fore, the ships will be fitted with cranes or derricks for shift-

- 10 -

ing the cargo over the side. Shipborne lifting gear is needed

anyhow, for use on places where no proper quay is available,

f.inst. at landing stages, or in the first instance when barges

are still used at anchorages. For the same reason the ships

should be given large hatch openings, not normally provided on

ships, which are loaded and unloaded purely by fork lift trucks.

Containers.

In cases where an extremely quick handling of valuable packaged

general cargo is called for, containers are used.

Standardization of container sizes is still in progress. However,

the preferred container for overseas transport has main dimen-

sions of:

8 x 8 x 20 feet (2.44 x 2.44 x 6.10 m)

and a maximum gross weight of 20 long tons, equal to a maximum

net load of 20 short tons.

Other container sizes, which will probably be internationally

standardized are:

8 x 8 x 10 feet

8 x 8 x 30 feet

8 x 8 x 40 feet.

No standardization has been made of small containers. However,

the Unicube system, which is a Dutch proposal, may eventually

become internationally standardized.

The Unicube itself is a cube with a side length of 3'10" (1.20 m).

Unicube containers have widths and lengths which are a multiple

of the unit length. The height is a multiple of half the unit

length.

- 11 -

The advantages of containerization are obvious. No man hand-

ling of the cargo is called for in the ports, resulting in a faster

turnaround and an increased number of remunerative voyages

per year. Also, pilferage is greatly reduced.

The disadvantages are: Large capital investment in containers

and partly in container ports. Also, if there is no balance be-

tween the incoming and the outgoing cargo volumes of a port,

empty containers must be carried one way. Customs formali-

ties may also produce difficulties, as the containers are packed

by the producer of the goods and should not be opened before

they have arrived at their destination.

The container having walls on all sides is comparatively expen-

sive. (Price for one container of 8 x 8 x 20 feet: Malawi

Pounds 600 to 800.)

However, a cheaper container with stanchions on the sides and

a canvas cover has been put on the market (price: Malawi

Pounds 300 to 400). The stanchions on this container may be

laid down and in this way 5 containers when collapsed will take

up the space of one normal container. The stanchions have been

designed in such a way that several containers may be stacked

on top of each other.

This latter type of container was proposed used for transport

of wood pulp from Chinteche to Nacala, when this transport was

under consideration.

Roll- on/Roll- off.

The name roll-on/roll-off has been given to a method of cargo

handling, where the cargo is placed on trailers travelling with

the ship. The trailers are loaded over the stern or over the

stem of ships, which are similar in type to ferries. The trai-

- 12 -

lers are moved by means of tractors, which do not travel with

the ships.

Loading and unloading of a ship can be done very quickly. How-

ever, the lower hold as a rule cannot be used for trailers and

likewise space is wasted around the trailers. As cargo is placed

high in the ships, stability should be considered carefully. Suf-

ficient stability may be obtained by giving the ships a large beam.

For future passenger ships the system would undoubtedly have

merits.

Bulk cargoes.

A merchandise is said to be transported in bulk, if it is not

packed in any way for the transport. Typical bulk cargoes are:

Liquids such as oil products, grain, ore, etc.

As no packing. materials are required, the advantage by using

bulk transport seems obvious. However, special storage faci-

lities for the merchandise in question must be available at

either end of the transport route. Also, the merchandise may

have to be packed in any case for distribution and therefore

there may not be much to gain from using this method. Whe-

ther a commodity should be transported in bulk or packed, should

be investigated in each individual case.

1.3. 3 Harbour Facilities.

As mentioned elsewhere, the harbours should have warehouses

of ample size and laid out in such a way that fork lift trucks

can be used for loading and unloading of trucks, for stowing

goods in the warehouses, for bringing goods to and from the

ships, etc.

- 13 -

As cranes or derricks are available on the ships, it is not

considered necessary to fit cranes on the quays, apart from

cranes. to be used for special purposes.

For handling of heavy lifts, a portable derrick crane of 50 ts

lifting capacity should be available. Foundations for this crane

should be provided at all major ports, and the crane should be

carried by the ships from port to port as need of it arises.

1.3.4 Ship Facilities.

The ships should be designed for a quick and efficient handling

of cargo.

Ships specialized for transport of a certain commodity should be

used as soon as full utilization of the ship is guaranteed or in

some cases even before. Due regard should, however, be taken

to the reliability of the service in question, i. e. the substitution

of a ship in case of f. inst. an engine break-down.

Specialized ships should primarily be used for transport of:

Petroleum products

Cattle

The general cargo ships to be used by the lake service should

have up-to-date cargo handling equipment. Double derricks coup-

led in union purchase should be used or a single swinging derrick

with mechanical movement of the derrick. Alternatively mechan-

ically operated cranes may be fitted. Winches should be either

electrically driven or be hydraulic winches. Lifting speed at

full load should preferably not be less than 100 feet per min-

ute.

Lifting capacity of the derricks should be 3 tons in single pur-

chase and 8 tons in triple purchase. Two 8 tons derricks may

- 14 -

be coupled to lift about 15 tons, provided the ship in question

is sufficiently large. On a 500 ts dw ship properly ballasted

it would be possible to use this method.

Hatches should be as large as possible, so that the cargo may

be placed in the correct position in the hold by the derrick or

crane without further shifting of the cargo by hand.

On future ships the cargo spaces and hatch openings should be

given such dimensions that containers of the above mentioned

dimensions can be readily stowed.

Hatch covers on weather decks should preferably be of steel.

Hatch covers of tween decks should be of steel and made flush

with the deck, so that fork lift trucks may operate in the deck

spaces.

1.4 Operation of Ships.

In operating the ships, an effort should be made to keep the

running cost down.

Running costs are taken to be expenditures for:

Crew wages, incl. overtime, pension, leave, housing,

allowances, etc.

Repair and maintenance of ships

Spare parts

Stores for deck, engine and catering departments

Provisions

Fuel oils

Lub oils

Supervision

Insurance

Administration

Sundry.

- 15 -

In the following some factors influencing running costs are dis-

cussed:

Crew.

An effort should be made to reduce the crews on the existing

and future ships. With the present system, cargo handling

is done by the deck crews, which are very large. As the deck

crews cannot be fully occupied during navigation, it is suggest-

ed in the future, as proper ports are built and a ports admini-

stration set up, to use shore based dock labourers to load and

unload the ships, possibly with exception of the winch men. Al-

so, it should be contemplated to have all future ships manoeuv-

ered from the bridge, making it possible to reduce the engine

room staffs.

Malawians should be trained to take over as soon as possible

jobs as navigators and engineers, starting with the smaller

ships, as discussed later in this report (Chapter 4).

Repair and Maintenance.

With the present lake service having its terminal at Chipoka,

much time is lost on repairs too big to be carried out by the

crews on board and calling for a visit of the ship to the repair

yard at Monkey Bay. Mostly the ships sail to Monkey Bay and

back to Chipoka in ballast, which is time consuming and costly.

As the lake service terminal is moved to Liwonde, the repair

yard should be shifted to Liwonde too, making it possible to

carry out some repairs and maintenance work simultaneously

with the loading and unloading of the ships at Liwonde. Even in

case of larger repairs, which could not be carried out with the

ships in service, it would as a rule not be necessary to have

them sail long distances in ballast in order to reach the yard.

- 16 -

The setting up of a repair yard at Liwonde is discussed more

in detail in chapter 3 of this report.

Spare Parts.

An effort should be made to standardize the make and type of

machinery and equipment to be installed on the ships and ashore,

thereby reducing the amount of necessary spare parts to be

stored in Malawi as much as possible.

According to information obtained in Malawi, spare parts with

a value of about Malawi Pounds 20, 000 are presently in stock

at Monkey Bay, which shows the importance of this matter.

Fuel Oils.

The present ships are all running on gas oil, presumably be-

cause marine diesel oils are not available. It should be in-

vestigated whether marine diesel oils, which are cheaper than

gas oil, could be obtained in the future. For the larger die-

sel engines, which are able to run on marine diesel oils, it is

expected that a reduction in fuel cost would result.

Fuel Economy.

It is a well known fact that ship resistance increases consider-

ably with speed and that in order to get the last few knots or

miles per hour out of a ship, the main engine horsepower

often will have to be doubled. For ships operated by Malawi s

lake service, moderate speeds and horsepowers should be used,

because of the extremely high prices of fuel oils.

- 17 -

Supervision.

Supervision costs are expected to decrease when the new yard

has been set up at Liwonde as explained in chapter 3.

Radio Communication.

Reliable communication ship-to-shore and ship-to-ship is im-

portant for the efficient running of the ships and is also im-

portant from a safety point of view.

At present, radio communication is carried out on the High

Frequency (HF) band, mainly by means of telegraphy. Shore

stations and ship stations are operated by trained wireless op-

erators.

Communication is not completely reliable due to changing propa-

gation conditions for the radio waves, and there is at present

no night service at all.

It should be investigated whether a change to Very High Fre-

quency (VHF) radio telephony is feasible. Such change would

make it possible to run the ships without wireless operators, as

the navigators would themselves operate the VHF stations. It

should also be investigated whether such a VHF-net could be

used with advantage by other services, P.T.T., police, etc.,

making a sharing of the costs possible.

Navigational Aids.

It is of great importance for the efficient and economical opera-

tion of the lake service that navigational aids sufficient for

night sailing on Lake Malawi and on the dredged channel on

the Shire river are available.

- 18 -

With a few exceptions, light buoys necessary for navigation on

the lake have been laid already. Along the Shire river there

are at present no buoys, lights or beacons.

1. 5 Reliability.

All. services should as far as possible be protected against

break-downs caused by faults in machinery or equipment. This

is especially true because as a rule replacement for a ship,

which is out of commission, cannot be obtained at short not-

ice.

It has been proved earlier in this chapter that as a rule freight

rates are decreasing with increasing size of the ships. Follow-

ing only this line of thought, a single ship might be chosen to

carry all cargo on a certain trade. However, it is obvious that

the service in question would then be very vulnerable and might

eventually be disrupted due to f. inst. an engine break-down.

The solution to the problem is to have at least two and prefer-

ably more ships operating on the same trade.

Another way in which reliability of a certain service may be

improved is by designing versatile ships, i. e. ships which are

suitable for carrying the largest possible variety of commodi-

ties.

The transport of petroleum products along the lake could be

vulnerable if only one tanker was built and in service. There-

fore the tanker shown on drawing D 7 has been given such main

dimensions that two of these ships will be required from a start

to cope with the transport of petroleum products.

In case of an emergency, transport of gasoil (dieseline) would

not create severe problems, because gasoil may be carried in

bulk in the double bottom tanks of the other ships operating on

the lake. Only transport of petrol and paraffin would create a

- 19 -

problem, and therefore storage tanks on land for petrol and pa-

raffin normally supplied by tanker would have to be of extra

large capacity.

In designing the future ships, care should be taken not to in-

corporate any details, which are not tried out before and found

to be reliable. Materials and equipment to be used shall be of

a very high standard and of a proven design.

During building of the ships a careful supervision shall be car-

ried out to ensure that only good materials and first class work-

manship have been used.

The ships shall be designed and built in accordance with the

rules of a recognized classification society.

It is of special importance that a well equipped repair yard is

set up in Malawi to maintain and repair the new fleet. This

point is discussed in chapter 3.

The ships shall be manned by crews, which have a proper train-

ing. This point is discussed further in chapter 4.

During service, the owner' s superintendents shall make regular

inspection trips onboard, assisting the crews and checking that

the ships are well maintained.

- 20 -

2. Ships for Malawi' s Lake Service.

Having discussed in section 1 of this chapter some of the prin-

ciples on which the design of future ships should be based, an

account will be given here of the main characteristics of the

existing as well as the proposed new ships.

Main data for the existing ships are given in table 3, page

22, and for the existing barges and pontoons the main data

are given in table 4.

2.1 Existing Cargo Ships.

The existing cargo ships are the m. s. "MPASA" shown on

drwg. No. D I and the m. s. "NKWAZI" shown on drwg. No.

D 2.

In order to find out how the cargo ships have been employed,

a breakdown of the logbooks of the "NKWAZI" was made, making

it possible to study the operation of the ship over one year,

from March, 1966, to February, 1967. Of the 365 days the

ship spent:

58 days at sea

256 days in port

23 days out of commission due to repairs

28 days out of commission awaiting orders.

Of the time in commission: 314 days,

18. 5 per cent was spent at sea and

81.5 per cent was spent at port/anchorage.

Average loading and discharging figures are: 7.46 and 7.53

short tons per hour respectively.

- 2i -

Of the time spent in port/anchorage, 31. 5 per cent was used

for loading and unloading the ship.

These are average figures for one year. Looking at February,

1967, which was the best month, we get the following figures:

940 tons transported

Average loading: 14.3 short tons/hour

Average discharging: 8. 5 short tons/hour

30.8 per cent of total time in commission is spent at sea

37. 9 per cent of the time spent in port/anchorage is used

on loading and unloading the ship.

The "NKWAZI" is fitted with small hatches and inadequate lift-

ing gear. It is believed that if improvements were made along

the lines indicated previously in this chapter, and if at the same

time more harbours were built, the transport capacity of the

ship would be at least doubled. The maximum transport capaci-

ty obtainable would be abt. 5 million short ton-statute miles per

year at 70 per cent utilization.

Conditions for the "MPASA" are similar to those of the "NKWA-

ZI". Lifting gear is inadequate, and with improvements in car-

go handling and port facilities the transport capacity of the ship

could be raised considerably and no doubt be doubled. The max-

imum transport capacity obtainable would be abt. 4. 5 million

short ton-statute miles at 70 per cent utilization.

2. 2 Lengthening, of m. s. "NKWAZI" and Improvements to

Cargo Gear of " tNKWAZI" and MPASA".

A proposal has been prepared for the lengthening of the "NKWA-

ZI" as shown on drwg. No. D 3.

Simultaneously with the lengthening, the ship should be given

better cargo handling equipment. The cargo hold should be

NOTE: The drafts given in this table are taken amidship. Draft aft may beTABLE 3 - EXISTING SHIPS larger. However, as a rule the increase seldom exceeds 2 ft.

Type Length Length Breadth Depth to Draft Dead- Main SpeedShip (Built) overall P. P. M. Dk. max. weight Passen- Crew eng. Service

ft. ft. ft. ft. ft. longton gers BHP knots(m) (i) (i) (m) (i)

m. s. passenger 172'-0" 160'-0" 30? -6"1 11'-0" 71-3" 100 368 39 2x480 10-1/2ILALA & cargo (52. 43) (48. 77) (9. 30) (3. 35) (2. 21)

(1951)

M. S.

CHAUNCEY passenger 126'-O" 120'-0"1 20'-0" 8'-6" 6' -6" 10 206 28 -270 abt.9MAPLES (38.40) (36.58) (6.10) (2.59) (1.98)

m. s. cargo 113'-8" 105'-0" 27'-0" 10'-6" 7.-611 175 2 28 360 8NKWAZI (1956) (34. 63) (32. 00) (8. 23) (3. 20) (2. 29)

m, s. cargo 1051-0 100'-0" 22'-0" 9' -8" 7'-10" 180 none 26 270 7-1/2MPASA (1937) (32. 00) (30. 48) (6. 71) (2. 95) (2. 39)

m. s.ZOMBAMLANJE tugboats 47'0" 11'-0" 4'-9" 3'-0" - - 7 90 8DEDZA (1947-1951) (14. 33) (3.35) (1.45) (0. 91)DOWACHOLO

m. t. tugboat 39'-4" 9' -611 4'-8" 3'-6" - - 5 76 8NSIPA (11.99) (2.90) (1.42) (1.07)

m. 1. motor launch 46'-2" 11'-3" 6'-4" 4'-0" - 2 4 2x48 8-1/2NCHENI (1957) (14. 07) (3.43) (1.93) (1.22)

N

TABLE 4 - EXISTING BARGES AND PONTOONS

REGIST-RATION TYPE CAPACITY LENGTH BREADTH DEPTH LOAD DRAFT REMARKSNUMBER tons or inp. feet feet feet feet

gallons

201 barge 30 tons 60 15 4 3202 it " "it203 " " It "i

204 "It I

91 " Z5 tons 60 12 3'-6" 292 it 1I it it II97 " It " it "100 it It it It it

95 " 20 tons 55 10 3 1'-10"93 " 25 " 60 11 4 2t-5"123 35 " 76t-6" 12'-3" 3t- 61 2'-6"1SURF " 5 " 37 -6" 9? -6" 4 3

45 pontoon 30 10 4 366 " " "t 172 It77 "iZ 442 " 85 20 5 3' -6"Z 444 " " IIZ 446 " " I I

OP 1 " 7000 gall. 40 12 5 3'-6" petrol lighterOP 2 " 6000 gall. 45 10 4 2'-6" diesel lighterOP 3 " 1700 gall. 30 10 4 3 diesel lighter

- 24 -

served by a set of additional derricks and winches. The exist-

ing hand winch for the 8 ton derrick should also be changed to

a mechanically driven winch, and swinging of the 8 ton derrick

should be by mechanical means.

By lengthening the ship, the deadweight capacity is expected to

increase from 175 ts to 285 ts. Speed in calm weather will

decrease slightly, but seakeeping abilities will be improved.

The maximum transport capacity obtainable for the lengthened

"NKWAZI" would be abt. 8 million short tons-statute miles per

year at 70 per cent utilization.

Lengthening of the ship including the above mentioned improve-

ment of the cargo gear is estimated to cost abt. Malawi Pounds

50, 000.

The "MPASA" being built in 1937 is so old that most probably

it will not be advantageous to lengthen her. However, cargo

gear should be improved along the lines indicated for the

"NKWAZI".

Neither the "NKWAZI" nor the "MPASA" are suitable for con-

version to oil tankers.

2.3 Tugs and Barges.

Tugs and barges are being used for transportation of cargo

over long distances and presently also for shifting cargo from

ship to shore and vice versa at anchorages. The service is

running with a considerable loss.

As real harbours are being built along the lake, it is expected

that the demand for barge transportation will greatly decrease,

except that some tugs and barges may be kept for special pur-

poses.

- 25 -

It has been indicated in section 1. 3.1 of this chapter that the

use of barges and tug boats might have some advantages. For

this reason the possibility of basing Malawi' s future lake trans-

portation on barges was studied in some detail.

Barges are either towed or pushed by a tug boat. Towing

barges is a slow procedure and steering on for instance Shire

river would become a problem. For these two reasons it can-

not be recommended to tow barges except in special cases.

Pushing barges is a method which is getting more and more

common. Compared with towing, the pushing of barges is

more speedy and steering does not create a problem. The

greatest drawback in pushing barges are the problems caused

by bad weather. If the wave height exceeds 6 - 7 feet, push-

ing of barges becomes impossible. The southeasterly winds

(the "Mwera") may set up waves as high as 10 - 15 feet. As

furthermore the "Mwera" comes up very suddenly and may

last up to two weeks, it cannot be recommended to employ

push-barges on Lake Malawi.

Apart from the restrictions, which the weather puts to the use

of barges, economical surveys indicate that ships are superior

to barges for transport on Lake Malawi.

Some of the reasons for this are:

a. Distance between main ports is comparatively large

b. Speed of ships is larger than speed of barges

c. Highly mechanized cargo handling in the ports

d. Barges are comparatively expensive due to high

transport cost on steel materials for their con-

struction

e. A great number of ports are served by the Lake

Service.

A mixed service of barges and ships on long routes, f. inst.

barges used for transport of paper rolls, cannot be recom-

- 26 -

mended, as it would be difficult to coordinate the two services,

causing great inconveniences in the interchanging of the two

different types of craft in case of break-down or other delays.

2. 4 Existing Passenger Ships.

Until recently, the only passenger ship operating on Lake Mala-

wi was the m. s. "ILALA", which with Monkey Bay as the start-

ing point made weekly return passages to 10 locations in Malawi.

The "ILALA" carried:

9 first class passengers and

abt. 350 lower class passengers.

Having been commissioned in December 1967, the m. s. "CHAUN-

CEY MAPLES" will alternate with the "ILALA" on a schedule,

which at the time of writing is not yet known.

The "CHAUNCEY MAPLES" is expected to carry:

44 upper class passengers and

162 lower class passengers.

Besides passengers, the "ILALA" can carry 100 tons of cargo.

The "CHAUNCEY MAPLES" can carry 10 tons of cargo.

Passenger traffic on Lake Malawi may be separated in three

groups:

a. long distance transport along the lake

b. short distance transport, f.inst. between

Ciluvya - Nkhata Bay - Usisya - Ruarwe -

Mlowe - Tekera - Chilumba - Likoma Island

c. Future cross-lake transport to Tanzanian and

Mocambique ports.

- 27 -

Long distance transport along the lake should be carried out by

the "ILALA", which has sufficient size and power to make head-

way against the strong southeasterly winds.

From an accommodation point of view, the ship is, however, not

very suitable for this service. There are only few seats, and

many passengers are spending the trip sitting on the bare steel

decks. Furthermore, the ship is besides passengers carrying

100 tons of cargo. This gives rise to lengthy stays in port, and

a slow passage is the result.

When Liwonde becomes the new Lake and River Service termin-

al, the distance to be sailed along the lake and in the river be-

comes considerably longer. However, whatever cargo goes on

the passenger ships, this can be loaded and unloaded at Liwonde

in such a way that the passengers are not delayed, as is pre-

sently the case at Chipoka for those passengers coming from or

going to Monkey Bay.

In order to avoid any delay at all for the passengers, cargo

should preferably be carried only between the terminals of

Liwonde and Karonga. As the volume of passengers increases,

cargo should no longer be carried on the "ILALA", and the car-

go hold and the deck space above the cargo hold should be used

for passenger accommodation. On boat deck, new accommoda-

tion for the officers should be made aft of the wheel house, per-

mitting the ship to carry 15 first class passengers in the cabins

on promenade deck.

Until simple landing stages are available at Chilumba, Mlowe,

Ruarwe, Usisya, and Likoma Island, the "CHAUNCEY MAPLES"

should probably serve these places, thereby enabling the "ILALA"

to make a quick passage between the major ports.

As soon as simple landing stages are available at Chilumba,

Mlowe, Ruarwe, Usisya, and Likoma Island, these places

should be served by the new small, combined cargo- and

- 28 -

passenger ship described in section 2.5.6 of this chapter.

Transfer of passengers between the "ILALA"1 and the "CHAUN-

CEY MAPLES" and this water-bus should take place at Nkhata

Bay.

2.5 Proposed New Ships.

2. 5. 1 General Conditions.

In the following a description of the proposed new ships is gi-

ven. For some of the ships a general arrangement plan has

been prepared, together with cost estimates.

The factors which influence the design of new ships are:

a. Requirement to carrying capacity

b. Stability

c. Seakeeping abilities

d. Draft limitations

e. Height limitations

f. Docking facilities

g. Type of cargo

h. Cargo handling facilities

j. Speed requirements

k. Manoeuvrability

1. Reduced service speed in river channel.

In the following some of these points will be briefly discussed:

Main dimensions of the ships should be chosen in such a way

that the requirements to carrying capacity are met with.

Sufficient transverse stability is obtained by giving the ships a

proper breadth. Only in such cases, where deadweight capa-

city is not of primary importance, sufficient stability may also

* be obtained by means of ballast, which is carried either as

water in double bottom tanks or as fixed ballast.

- 29 -

Because of the rough weather, which may come up on the lake

very suddenly, the ships should have good seakeeping abilities.

The ships should not be too short, as they would then only make

headway in the rough seas on Lake Malawi with great difficulty.

As the propellers should be well submerged for navigation in

high waves, the ships should be given a proper draft and pro-

per sized trim tanks fore and aft, making it possible to trim

the ships as required.

All single decked ships should have a forecastle in order to pro-

tect hatches and to improve stability.

Draft limitations and lake and river levels are discussed in

Annexes B and C to the General Report. It has been shown

that at the lowest lake level to be expected, a ship of 9 feet

draft may navigate the dredged channel on the Upper Shire

River and may also navigate on all future ports.

As the lowest lake levels to be expected do not come up

every year, as they occur during 3-4 months only, and as

they may be predicted well in advance, it has not been con-

sidered realistic to design the larger of the new ships, the

750 tons d. w. cargo ships for the minimum draft of 9 feet.

These ships will be designed with a draft of 11'3".

When extremely low lake levels come up, these larger ships

will have to restrict their drafts to 9 feet and carry reduced

amounts of cargo. This procedure is permissible also because

the peak season for transport of farming products does not

coincide with the season for extremely low lake levels.

On the other hand, as all the cargo ships are provided with a

tween deck (see below) and as a consequence hereof have a

rather high freeboard at the design draft, the utilization of the

ships may be considerably increased during the wet season with

- 30 -

high lake level. Thus the 500 tons d. w. ships may be loaded

to a draft up to two feet more than the 9 feet design draft,corresponding to an increase in carrying capacity of about 210

tons or about 150 tons at 70 per cent utilization, and the 750

tons d. w. cargo ship may be loaded to one foot bigger draft,

thereby increasing the capacity by 120 tons.

It is not intended to build a high level fixed bridge at Fort

Johnston; ships will therefore be given masts of normal heights,

permitting them to set the navigation lights prescribed by

international conventions.

The existing floating dock, which is in good condition, should

be used for docking of the proposed new ships.

The dock is of the self-docking type and has at present four

bottom pontoons.

Length of the dock is: 160'-10" (49.02 m)

Clear entrance is: 36'- 0" (10.97 m)

Lifting capacity is: 500 tons.

The dock is designed with five pontoons and may therefore be

extended.

For the extended dock with one pontoon extra,

length of the dock would be 196' -6" (59. 89 m)

clear entrance, unchanged 36'-0" (10.97 m)

lifting capacity 625 tons.

Ships with a breadth of 30'-6" (9.30 m) are being docked at

present. It is believed that ships with a beam of abt. 32' -0"

(9.75 m) are the largest, which could conveniently be docked.

General cargo ships should be designed with a tween deck,

making them suitable for transport of palletized goods as well

as cattle. Also, tween decked ships have more stowage space

than single decked ships and are therefore more suitable for

transport of light cargoes such as cotton, groundnuts, etc.

- 31 -

For transport of palletized goods, the clear tween deck height

should be 6'-4" (1. 93 m), which is the minimum comfortable

height a man can work in. This low height has been chosen

because mostly it is difficult to stack pallet loads higher than

6 feet. Fork lift trucks suitable for work in these confined

spaces are available.

For transport of cattle, a clear height of 6' -6" (1. 98 m) is

normally required. In addition, space must be provided for

deck covering and for ventilation ducts.

Fully or nearly fully loaded ships navigating the river channel

will have to reduce their service speed when sailing in dredged

channel sections, for instance at Lake Malombe.

Future ships, which should navigate on the Shire river, must

have good manoeuvring abilities. They should either be single

screw ships with single rudders or double screw ships with

double rudders.

Erections aft should be so high that proper view from the wheel

house over the stem is obtained, especially in the river channel.

This condition should also be fulfilled when the ships are sailing

with a large afterly trim.

2.5.2 General Cargo Ships.

Two proposals for general cargo ships have been prepared,

namely

a 500 -ts dw cargo ship (drwg. No. D 4) and

a 750 ts dw cargo ship (drwg. No. D 6).

The ships have been designed along the lines set out previously

in this chapter, Both ships may be docked in the existing dock.

- 32 -

The cargo holds have been given such dimensions that contain-

ers may be transported. The height of the lower hold and of

the tween deck is sufficient for operation of fork lift trucks and

is also sufficient for the transport of live cattle, as described

later (section 2.5.4). An opening has been made in the aft end

of the ship, giving direct access to the tween deck for fork lift

trucks, small trucks, trailers and cars, and for possible cattle.

The 500 ts dw cargo ship is the smallest ship, which may be

used for transport of cattle on the tween deck.

A smaller ship, although it might be suitable for using fork

lift trucks in the cargo spaces, would not have sufficient height

in the holds for transport of cattle.

Hatch openings are very large, permitting cargo to be stowed

and picked up in the holds with a minimum of manual labour.

Hatch covers are made of steel and on tween deck they are

flush with the deck in order to permit the use of fork lift trucks.

The large hatch openings make the ship well suited for transport

of paper rolls, newsprint etc.

Liquids with a flash point above 65.50 C such as gasoil, could

be carried in the double bottom tanks.

The price of these ships, ready to sail on Lake Malawi is esti-

mated at

abt. Malawi Pounds 170, 000 for the 500 ts dw ship, and

abt. Malawi Pounds 230, 000 for the 750 ts dw ship.

(1967 price level.)

In calculating these building prices and similar prices in the

following, it has been assumed that a shipyard exists at Liwonde,

which is well equipped with tools, machinery, cranes etc. as

well as with skilled workers.

- 33 -

On fig. 5 the running costs per ton mile (short ton-statute mile)

for a 500 ts dw ship have been given as a function of the dis-

tance sailed per year and for various degrees of utilization of

the ship. Fig. 6 gives the corresponding curves for a 750 ts

dw ship.

Running costs include depreciation and interest, and profit as

mentioned earlier.

2.5.3 Tankers.

A proposal for a conventional coastal tanker with a deadweight

capacity of 250 ts all told has been prepared as shown on

drwg. No. D 7.

The main dimensions of this tanker have apart from capacity

considerations, been chosen mainly with a view to seakeeping

abilities. The ship is believed to be the smallest tanker

which could in empty condition make headway against the

strong southeasterly winds prevailing on Lake Malawi during

the months of April to September.

The ship has been designed for simultaneous transport in bulk

of up to four different liquids, f. inst. petrol, paraffin, gasoil

(dieseline), and heavy fuel oil. The capacity of the cargo pumps

will be sufficient for emptying the ship in abt. 4 hours.

In addition to the cargo tanks, a small hold has been provided

for transport of lub oil in cans, aviation petrol in drums etc.

Ballast tanks are provided forward in order to improve seakeep-

ing abilities when sailing empty.

The price of the tanker ready to sail on Lake Malawi is estim-

- ated at abt. Malawi Pounds 55, 000.

- 34 -

Fig. 7 shows the running costs per ton-mile (short ton-statute

mile) as a function of the distance sailed per year. As the

tanker will hardly carry any return cargo, the utilization per-

centage would not exceed 50 per cent. It will probably carry

a full load for each of the lake harbours with tank farms.

2.5.4 Cattle Ships.

With a view to standardization of the ship types, it is recommen-

ded to use the cargo ships described above as cattle ships. Un-

fortunately, the ships cannot be used without minor alterations.

The cattle ship version of a 500 ts dw cargo ship is shown on

drwg. No. D 5.

As deck space is of primary importance in a cattle ship, only

very small hatches should be fitted in the decks, making it

possible to bring down fodder to the lower holds and to remove

an occasional dead animal. Apart from the tween deck and

lower hold, cattle pens should be provided on weather deck, and

sun awnings placed over the animals.

All decks should be covered with a deck composition and a pro-

per drainage system made for the urine.

A good ventilation system must be provided for the tween deck

and lower holds.

The 500 ts dw cargo ship when converted to cattle ship, is esti-

mated to carry

on weather deck: abt. 113 heads of cattle

on tween deck : abt. 128 " " "

in lower hold : abt. 106 " "1 I"

totally : abt. 347 heads of cattle

- 35 -

Taking Karonga to be the loading port, the ship should be able

to make 82 round trips Karonga-Liwonde per year, correspond-

ing to about 28, 500 heads of cattle being carried annually. The

annual cost of running the ship including depreciation, interest

and 5 per cent profit is estimated at Malawi Pounds 64, 000,

corresponding to Malawi Pounds 2.5.0. per head of cattle. This

price does not include possible harbour dues.

It would be difficult for the ships to carry any return cargo be-

cause of the cattle pens and the small cargo hatches necessary

on this type of ship. Also, if carriage of return cargo results

in the time spent in port being extended, the gain might not be

noticeable. It is, however, expected that gas oil could be car-

ried with advantage in the ship' s double bottom tanks, and also

palletized goods could be carried.

2.5.5 Future Passenger Ships.

The small combined cargo and passenger ship shown on drwg.

No. D 8 is capable of transporting small amounts of tractors,

trucks, road building machinery, etc. and is therefore suit-

able for local traffic along the coast as well as cross-lake

traffic. It is probably too small for long distance transport

along the lake.

Passenger ships for a more distant future, for long distance as

well as for cross-lake traffic to Tanzanian and Mocambique

ports, should be built as ferries with openings aft and possibly

also fore. Saloons, cafeteria, and galley for the passengers

should be situated above the car deck, and sleeping cabins for

passengers should be provided below this deck. These ships

should carry passengers as well as cars, trucks etc. Cargo

should be carried on trailers, so that loading and unloading can

take place very quickly.

These ships should probably have twin propellers and twin rud-

ders and be fitted with a bow thrust propeller for better man-

oeuvring.

- 36 -

Such modern passenger ships may in the future be a welcome

link in tourist traffic through Malawi between South and North

Africa.

2.5.6 Combined Cargo and Passenger Ships.

A proposal for a small combined cargo and passenger ship for

local and cross-lake traffic is shown on drwg. No. D 8. The

ship can carry cargo and/or passengers on the open deck aft

and cargo in the lower hold. If the lower hold is to be used

extensively, a ship-based fork lift truck should be used for

stowage of the cargo. Access to the aft deck is either over

the flap-down platform on the stern or through side openings.

A cafeteria/saloon has been made with tables and seats for

abt. 100 passengers. On upper deck, seats for 40 passengers

are provided in open air.

Like all other ships proposed in this report, this ship is pro-

vided with double bottom tanks and would be able to carry a

certain amount of gas oil as cargo.

The price for one ship ready to sail in Malawi is estimated at

abt. Malawi Pounds 85,000.

Fig. 8 gives the running cost per statute mile as a function

of the total distance sailed per year.

- 37 -

CHAPTER 2 REQUIRED SHIP CAPACITY

1. General Assumptions.

The Detailed Design and Building Programme 1968-1990

Part I for the Lake and River Transportation Project treated

in the General Report, Section 4.5 deals more in particular

with the programme of shipbuilding.

In order to decide upon the required number and size of ships,

it is of primary importance to know the expected volumes of

goods to be transported at various times and the estimated

number of ton-miles.

In Annex A, table 18, which is repeated in the General Report,

is given a summary of estimated annual quantities to be trans-

ported on the lake and river, southgoing and northgoing.

The average mileage to be sailed has been found to be:

In 1970 : 210 statute miles, which is rather close to

the distance between Chipoka and Nkhata Bay.

In 1975-1990: For general cargo and oil between Liwonde and

the Northern Region plus the northern part of

the Central Region: 251 statute miles, which

is derived from the information on transport

of agricultural products for the same area.

For oil between Liwonde and Senga: 115 statute miles.

Combining these average transport distances with the estimated

tonnages in the above-mentioned table 18 of Annex A, the total

number of ton-miles of cargo (including cattle) and of oil is

found and presented in table 5.

TABLE 5.

Transported Annual Ton-Miles on Lake Malawi and Shire River 1970 - 1990 with Kraft Paper Mill

CARGO O I L CARGO + OIL(inc. CATTLE)

Year Northern Region Central Region Total Oilton-mile ton-mile ton-mile ton-mile ton-mile

(1) (2) (3) (4)=(2)+(3) (5)=(l)+(4)

1970 77x10 3 x210 = 16xl0 6 By train and truck By train to Salima By train and truck 16x10 6

mid 363631972 120x10 x251 = 30x10 21xl0 x251 = 5x10 27x10 x115 = 3x106 8x106 38x106

1975 205x10 3x251 = 51x106 31x10 3x251 = 8x106 30x10 3x115 = 3x106 11x106 62xl0 6

1980 304x10 3x251 = 76x106 49x10 3x251 = 12xlo6 37x10 3x115 = 4x106 16x106 92x106

1985 350x10 3x251 = 88x10 6 55x10 3x251 = 14x106 48x10 3x115 = 6x106 20xl0 6 108x106

1990 395x10 3x251 = 99x106 63x103x251 = 16x106 62x10 3x115 = 7x106 23x10 6 122x10 6

- 39 -

Based on the thus calculated total annual ton-miles to be co-

vered at various times, the corresponding required ship ca-

pacity can be determined.

For this purpose the following assumptions are made:

a. The existing ships, i. e. the "NKWAZI", "MPASA" and

"ILALA" have a combined capacity of 11 x 106 ton-miles/

year until 1975, when "MPASA" will be taken out of

service, and the "ILALA" will be used entirely as a

passenger ship. The capacity of the remaining lengthen-* 6

ed "NKWAZI" will thereafter be 8 x 10 ton-miles/year.

b. The capacity of a 500 ts dw cargo or combined cattle/

cargo ship is 12 to 14 x 106 ton-miles/year depending

on the degree of utilization of the ship.

c. The capacity of a 500 ts dw cattle ship is 12 x 106 ton-

miles/year.

6d. The capacity of a 250 ts dw tanker ship is 4 x 10 ton-

miles/year.

2. Phased Ship Capacity Requirements.

Based on the total ton-miles as indicated in table 5 and on the

assumed ship capacities as stated above, the number and type

of ships required at each particular time of the considered per-

iod 1970-1990 are given in table 6, which should be read in

conjunction with the Detailed Design and Building Programme,

Part I, B: Shipbuilding, in the General Report.

With the assumed annual ton-mile capacities of the ships, we

find, according to figs. 5 and 7 that the ton - mile rates for

cargo respective oil are as follows:

Cargo: 70 per cent utilization of ship 1.2 d/ton-mile

Oil 45 per cent utilization of tanker: 1.8 d/ton-mile

- 40 -

TABLE 6.

Required and Available Ton-Mile Ship Capacity.

RequiredYear Freight Available Capacity in ton-mile Capacity

Ton-Mile

1970 Cargo Existing ships llx10 6 16x10 6

The t urplus requirement of5x10 ton-miles will be trans-ported by truck and by train

Oil All oil is being transported bytruck and by train

Mid 61972 Cargo Original ships 11x10 6

One 500 ts dw cargo ship 12x10 6One 500 ts dw cattle/cargo ship 12x10

Total 35x106 30x10 6

Oil Two 250 ts dw tankers 8x10 6 8x10 6

1975 Cargo Original ships 8x0Three 500 ts dw cargo ships 36x10 6One 500 ts dw cattle/cargo ship 12x10

Total 56x6 51x106

Oil Three 250 ts dw tankers 12xl0 6 11x106

1980 Cargo Original ships 8x106

Four 500 ts dw cargo ships 56x106One 500 ts dw cattle ship 12x10

Total 76x106 76x106

Oil Four 250 ts dw tankers 16x10 6 16x106

61985 Cargo Original ships 8x106

Five 500 ts dw cargo ships 70x106One 500 ts dw cattle ship 12x10

Total 90x10 88x10 6

Oil Five 250 ts dw tankers 20x106 20x10 6

1990 Cargo Original ships 8x106Six 500 ts dw cargo ships 84x106One 500 ts dw cattle ship 12x106

Total 104x10 6 99x106

Oil Six 250 ts dw tankers 24x10 6 23x10 6

- 41 -

This gives an average ton-mile rate for all transports on the

Lake and River with regard to cargo and oil of:

1.2 (30 + 51 + 76 + 88 + 99) + 1.8 (8 + 11 + 16 + 20 + 23) _30 + 51 + 76 + 88 + 99 + 8 + 11 + 16 + 20 + Z3

1. 3 d/ton-mile

From table 6 it will be noted that the utilization of the 500 ts

dw cargo ships has been reckoned gradually to increase from612 to 14 x 10 ton-mile/year in step with the improvement of

the harbour facilities and the alteration in the ships' sailing

schedule as a consequence of larger consignments to fewer ports

on a round trip.

Further it will be noted that from 1980 the cattle/cargo ship,

which has been in operation from end 1971, is being converted

into an all cattle ship.

The combined passenger/cargo ship appearing in the Building

Programme in the General Report is intended for service be-

tween the fair-weather harbours only, and has therefore not

been taken into account in table 6.

The number of ships as shown in table 6 has been determined

in accordance with the requirement of ton-mile capacity at the

beginning of each indicated five year period. This procedure is

quite satisfactory, the apparent shortcoming during the develop-

ment within the considered period being compensated for in the

following manner:

Cargo Ships.

As mentioned in chapter 1, section 2. 5. 1 all the cargo ships

are designed with a draft of 9 feet and are provided with a

tween deck giving a rather high free board when loaded to the

design draft at which the capacity of the ship is 500 tons, and

the depth of the river channel is designed with regard to ships

of max. draft 9 feet.

- 42 -

However, as the lowest lake levels do occur only in the dry

seasons, and the available water depth therefore most of the

time is above the design minimum, the 500 ts dw cargo ships

may be loaded to a draft up to two feet above the design draft

of 9 feet, with a resulting increase in their carrying capacity

of about 210 tons, or about 150 tons at 70 per cent utilization.

The annual ton-mile capacity can under these circumstances be

increased by about 20 per cent from the above reckoned6 6

12-14x10 ton-mile per ship to about 14-17x10 ton-mile per

ship, which shows to be sufficient to cover the required ton-

mile capacity throughout each of the considered five year per-

iods.

It seems sensible to determine the number of ships in this way,

whereby the navigation channel may be utilized to maximum ca-

pacity over the larger part of the year and the great investment

thus be turned to the best possible account.

Tankers.

With regard to the tankers, the indicated number at the begin-

ning of each five year period should be able to cope with the

required ton-miles throughout the period as gas oil, which con-

stitutes a major part of the oil products, and having a sufficient-

ly high flash point, may be carried in the double bottom tanks

of the ordinary cargo ships, as mentioned in chapter 1, section

2. 5. 2.

3. Estimated Cost of Ships.

With reference to section 2 of this chapter and to the Design

and Building Programme in the General Report, a summary of

the estimated expenditures for the ship building programme is

given in table 7.

- 43 -

TABLE 7

Estimated Shipbuilding Costs (1967 prices)

Preliminary Stage Unit Price Totaland Building Stage IMid 1970-mid 1972

a. Two 250 ts dw tankersassembled in dry dock 66,000 132,000

b. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

c. One combined passenger/cargoship built in dry dock 85,000 85,000

d. Lengthening of "NKWAZI" from175 ts to 285 ts dw, in dry dock 50,000 50,000

e. One 500 ts dw cattle/cargoship built in dry dock 190,000 190,000

Total Preliminary Stage 627, 000and Stage I:

Building Stage IIMid 1972 - 1975

a. Two 500 ts dw cargo shipsbuilt in dry dock 170,000 340,000

b. One 250 ts dw tankerbuilt in dry dock 55, 000 55, 000

Total Stage II: 395,000

Building Stage III1975 - 1980

a. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

b. One 250 ts dw tankerbuilt in dry dock 55,000 55,000

c. Conversion of cattle/cargo shipto all cattle ship, in dry dock 20, 000 20, 000

Total Stage III: 245, 000

- 44 -

TABLE 7 (continued)

Building Stage IV Unit Price Total1980 - 1985 f f

a. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

b. One 250 ts dw tankerbuilt in dry dock 55, 000 55, 000

Total Stage IV: 225, 000

Building Stage V1985 - 1990

a. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

b. One 250 ts dw tankerbuilt in dry dock 55,000 55,000

Total Stage V: 225, 000

Total shipbuilding costs for all fivestages of the period 1970 - 1990 , 717, 000

It must be mentioned that the feasibility calculations of the Lake

and River Transportation Project are based on a fleet of 500 ts

dw ships, which is on the safe side. It might under certain cir-

cumstances be advantageous to operate with bigger units, but as

the requirement of ship capacity in the present case is not grow-

ing with any exceptional speed, but after the initial stage needs

only a new construction of 500 ts dw for each five year period,

it would not be advisable to adopt f. inst. a 750 ts dw cargo

ship. The sudden jump in available transport capacity when

commissioning a ship of that size would result in a very low

and unsatisfactory utilization of the ship for a long period.

However, if the volume of goods to be transported on the Lake

and River should increase beyond the estimated figures and at

a greater speed, the question of providing a number of larger

ships should be reconsidered. Cargo ships of 750 ts dw might

be introduced around 1985.

- 45 -

CHAPTER 3 MAINTENANCE, REPAIR AND

CONSTRUCTION OF SHIPS

1. Existing Headquarters and Shipyard at Monkey Bay.

The headquarters and the marine workshops of the Malawi Rail-

ways' Lake Service are located at Monkey Bay.

Monkey Bay is a natural harbour situated 4Z miles from Fort

Johnston and 90 miles from Liwonde, being connected with these

two towns through an all-weather gravel road.

There are no quays at Monkey Bay and the ships moor along-

side a primitive floating pier consisting of pontoons moored

end to end and covered with steel plates.

Within the yard area are an office building for the Lake Service

staff, machine shop, carpenter' s shop, blacksmith' s shop, plat-

ing and welding shop, power house, and a store.

Outside the yard area are houses owned by Malawi Railways Ltd.

and used by employees of the Lake Service:

20 houses of European type

6 " " Asian type

180 " " African type (single roomed).

Officers and crew for the future lake and river ships could still

use these houses after transfer of the shipyard to Liwonde.

The workshops are equipped with barely the most essential

tools and machines, and often parts needed for the ships have

to be supplied by Malawi Railways' workshops at Limbe.

- 46 -

In the machine shop are:

2 small lathes

1 large lathe suitable for work on propeller shafts etc.

1 drilling machine

1 honing machine

various fuel valve repair and testing equipment.

In the carpenter's shop are:

1 circular saw

1 planing and thickness machine.

The blacksmith' s shop and the plating and welding shop contain:

2 smith' s hearths

2 rotary shears (hand operated)

1 plate shear (hand operated)

2 portable diesel-electric welding machines

2 electric welding sets

1 portable air compressor.

In the bay outside the yard a floating dock is moored. The

main data of the dock are as follows:

Type: Selfdocking

Number of bottom pontoons: 4

Lifting capacity: 500 tons

Length: 160'-10" (49.02 m)

Clear entrance: 36'- 0" (10.97 m)

Max. draft over keelblocks: 9' - 3"! ( 2. 82 m)

The dock is designed for lengthening by one bottom pontoon.

When this lengthening has been carried out, it will have:

Lifting capacity: 625 tons

Length: 196' -6" (59. 89 m)

while clear entrance and maximum draft over keelblocks remain

unchanged. The dock is generally in good condition.

- 47 -

The building berth used during the construction of the "NKWAZI"

has deteriorated beyond economical repair, and no other build-

ing berths are in existence.

For repair of small ships up to a length of about 50 ft., a very

simple slipway is available.

Power is supplied by the yard's own power house, which has two

sets of diesel driven generators of 62.5 kVA, 415/240 Volt,

3 phase, 50 cycles each. The power house also contains two

small air compressor units, which supply air for pneumatic

tools etc.

Much of the above- mentioned equipment is old and worn out,

although it is being well maintained.

2. Proposed New Shipyard at Liwonde

2.1 General

As soon as Liwonde becomes the new Lake and River Service

terminal and transit port for ship-rail traffic, a new shipyard

for maintenance and construction of ships should be in action at

Liwonde, and the existing yard at Monkey Bay should close

down. Simultaneously, the Lake Service headquarters should

be moved to Liwonde.

There are several advantages to be gained by shifting the head-

quarters and the shipyard from Monkey Bay to Liwonde, some

of which are listed below:

a. Much repair and maintenance work can be carried out

onboard, while the ships are loading and discharging

their cargoes at the transit port of Liwonde.

- 48 -

b. If a yard visit is necessary for a ship, the visit can usual-

ly take place after the ship has discharged its cargo at Li-

wonde and before it picks up a new cargo at this place,

wherefore sailing distance between yard and port of discharge

and/or loading is the shortest possible.

c. As a large quantity of tools, machines and especially of ma-

terials to be used by a yard are imported, the new yard

should have good connections with the coming Nacala Rail

Link in order to reduce cost of transport, therefore also

from this point of view Liwonde is the best possible loca-

tion for a shipyard in Malawi.

d. As a shipyard will always be somewhat dependent on sub-con-

tractors, it should be located as close as practicable to other

industrial areas in the country, in casu the Blantyre-Limbe

area, especially the Malawi Railways workshop at Limbe.

e. The yard should, as already explained in section 1.5 of

chapter 1, be well equipped with workshops, tools, machines

and materials. As all the expensive tools, machines, cranes,

etc. are not normally in full use, the yard should carry out

work in the line of general engineering for other services

and firms in order to make the fullest possible use of its

resources. When the yard starts accepting such outside ord-

ers, it should be situated close to rail and lake transport

and to other industries. Again in this respect Liwonde is

the best possible location.

f. A shipyard with its many large machines and electric weld-

ing sets is a rather large consumer of power. At Liwonde

rather cheap power from the hydro-electric power stations on

the middle Shire river is expected to be available, via the

Lilongwe transmission line.

g. A more efficient supervision of the ships will result, when

the Lake and River Service headquarters are situated at a

-49 -

port, which is visited regularly by nearly all of the ships

in the services.

2. 2 Description of New Yard.

(Refer drwg. No. D 9)

The new yard at Liwonde should have both railway and quays

within its premises. Areas should be available for an exten-

sion of the yard.

The existing repair floating dock presently located at Monkey

Bay should be transferred to Liwonde and moored near the

yard and be used for docking of the ships during maintenance.

A dry dock should be provided for the construction of new ships.

The dry dock should have a heavy gantry crane for handling of

large prefabricated sections, ship engines, etc.

Drydocks have the advantage over an ordinary building berth

that they may be used later for maintenance and repair work.

The proposed dry dock is 330 ft. by 55 ft.

An outfitting quay with a crane should be provided, in front of

which the floating dock should be located.

The shipyard shall comprise several workshops, the most im-

portant being:

Plating shop

Welding shop

Blacksmith' s shop

Machine shop

Piping shop

Carpenter's shop

Joiner' s shop

Electrician' s shop

Painter' s shop

Rigging shop.

- 50 -

Some of the shops are provided with overhead travelling cranes.

The amount of cast materials used is so small, that it is not

considered suitable for the yard to have its own foundry. In

fact, a foundry for cast iron and cast metal already exists in

Malawi. (Malawi Railway' s workshop at Limbe).

A reliable Lake and River Service must be backed by an effi-

cient repair and maintenance yard. The yard should be well

equipped with all machines and tools necessary for the repair

of ships and ship machinery. It should be run by an exper-

ienced staff and should have an ample number of skilled workers.

For a yard carrying out repairs only, it would be unavoidable

that much of the expensive machinery was left idle for long per-

iods, resulting in heavy repair and maintenance costs for the

ships. In order to avoid this and in order to make the most

out of the capital invested in the new yard, general engineering

work should be undertaken for other services and firms in Ma-

lawi and perhaps in neighbouring countries. Emphasis should

be placed on steel structures for buildings and bridges, tanks

for oil and similar heavy industrial products, for which a ship-

yard is well suited.

It has thus been contemplated to manufacture the steel struct-

ures for the new paper mill at the shipyard.

The yard should have a stock of necessary materials, which

are not readily available in Malawi. For several of those ma-

terials, which are not produced in Malawi, it should be invest-

igated whether it would be feasible to take up a production.

Oxygen and acetylen are examples of commodities, which are

required in large quantities at the new marine workshops, and

which are not produced in Malawi at present.

Facilities should also be available for galvanizing parts made

of steel.

- 51 -

The estimated cost of the shipyard including construction works

and equipment but excluding dredging, is Malawi Pounds 1, 300, 000.

The construction of the shipyard is scheduled to take place in

the preliminary stage of development, viz.: from mid 1969 to

the autumn of 1970.

Administration of the new shipyard is discussed in chapter 4.

3. Construction of New Ships, Lengthening of

Existing Ships, etc.

The present shipyard at Monkey Bay is not suited for carrying

out larger jobs because of the lack of machinery, building berth

and other facilities, including the lack of skilled workers.

In the present situation it is not considered advisable to expand

the yard, and therefore the yard should only take on such jobs

which are strictly necessary.

Instead of expanding the existing yard, top priority should be

given to the building of the proposed new yard at Liwonde. The

plating and welding shop and the piping shop should be built first,

making them available also for the production of welded steel

structures for the future ports, factories, oil depots, pontoons,

etc., at the earliest opportunity.

Until experience has been gained, parts for all new ships should

be prefabricated at a shipyard outside Malawi and sent to Li-

wonde for final assembly. As experience is gained and a staff

of skilled workers has been acquired, it should be possible for

the yard also to build ships. These new ships should be assembled

in the dry dock where the ships may be built on an even keel,

and the launching creates a minimum of problems. When not

in use as a building dock, the dock may be used for maintenance

and repair of the ships.

- 52 -

The floating dock should preferably not be used for construc-

tion of new ships, as these ships will occupy the dock for a

too long period.

As soon as a yard is established at Liwonde and a channel has

been dredged on the Shire River, the floating dock should be

shifted to Liwonde, probably during mid 1972, and moored at

the shipyard close to the outfitting quay with its crane.

For docking of the proposed ships a lengthening of the floating

dock is not required.

- 53 -

CHAPTER 4 OPERATION OF LAKE AND RIVER SERVICE

Having discussed in chapters 1 and 3 the design of future ships

and their construction, the present chapter deals with the opera-

tion of the ships as well as some of the problems related here-

to.

1. Shipowning Company.

Simultaneously with the present study of the role, which lake

and river transportation should play in the overall surface trans-

portation complex of Malawi, a study of the possibilities of im-

proving the operation of the present Lake Service has been car-

ried out by a British firm of management consultants, Messrs.

Urwick, Orr & Partners. Therefore, operation of the present

Lake Service will not be discussed in any great detail in this

report.

It is felt that with the Lake Service expanding to a modernized

Lake and River Service, it should no longer be a part of Mala-

wi Railways, but should form an independent company. The com-

pany should have its headquarters at Liwonde, which will become

the most important port of the future Lake and River Service.

The technical department of the Lake Service should have its

office at the new headquarters. Operation of the ships will

undoubtedly improve with the improved communication between

the various branches of the service, when they have been trans-

ferred to Liwonde.

The shipowning company should be a limited company, with re-

presentatives from the Ministry of Transport and Communications,

the Ministry of Economic Affairs, Malawi Railways Ltd., the

- 54 -

Chamber of Commerce and Industry, the Farmers' Marketing

Board, etc. forming the board of directors in order to get

the necessary contacts with related services and with the prin-

cipal users of the Lake and River Service.

It is also felt that the future Lake and River Service should in-

corporate a control and statistics department, as it is common

in many shipowning companies, enabling the management to check

past operation of the ships and to plan their future operation.

The technical department of the company should be responsible

for the maintenance and repair of the ships and for the selec-

tion of their crews only.

At present the technical department is responsible also for the

running of the shipyard at Monkey Bay. As a larger yard is

set up at Liwonde and as this yard may be taking on general

engineering work, it is felt that the technical department of the

Lake Service should no longer be responsible for operation of

the yard, which instead should have its own technical staff (see

below).

2. Harbours.

Building and maintaining harbours on Lake Malawi and the Shire

river should remain the responsibility of the Ministry of Works,

whereas the actual running of the harbours should come under

the Lake and River Service.

Each port should have its own port captain, who should be re-

sponsible for the loading and discharging of the ships, for hiring

dockers, for running of warehouses, for supervision of beacons

and buoys within the harbour area, etc.

As mentioned in chapter 1, the present system of having crew

members loading and unloading the ships should be discontinued,

perhaps with an exception being made for the winch men.

- 55 -

3. Shipyard.

(Refer drwg. No. D 9)

As mentioned above, the shipyard should have its own technical

staff, which shall incorporate naval architects as well as marine

engineers.

It might be contemplated to have the shipyard run as an inde-

pendent company with its own management and a board of di-

rectors which includes representatives of the Lake and River

Serivce.

4. Buoys and Beacons.

Buoys and beacons are available at present on Lake Malawi in

a number sufficient for navigation by night. However, in order

to facilitate navigation by night further, a few additional lights

should be provided, namely:

at Kambwe

on Mara Rock

at Nkota Kota

on Chindunga Rock (for navigation on Chipoka) -

As harbours are being built, some lights may have to shifted,

and leading lights and beacons will have to be provided at the

new harbours. Future lights should be provided with photo cells

in order to reduce the consumption of gas. Also, radar re-

flectors should be mounted on the buoys and beacons.

A sufficient amount of lighted and unlighted buoys should be laid

along the dredged channel on the Shire river, in order to per-

mit navigation by night. In addition search lights shall be fitted

on the ships. Administration of maintenance work on buoys and

beacons should come under the Lake and River Service,

- 56 -

which will receive reports of any defects from its port captains

and the captains of the ships. The maintenance work itself

should be carried out by the shipyard. If launches are required,

they should be put at disposal by the Lake and River Service.

5. Radio Communication.

Reliable communication ship-to-shore and ship-to-ship is im-

portant for the efficient operation of the ships and from a

safety point of view.

As mentioned in chapter 1, it should be investigated how radio

communication could be improved, and especially whether an

improvement in reliability and ease of operation might be ob-

tained by using radio telephony on the VHF bands. Further-

more, it should be investigated whether such a VHF net could

be used by other services, making a sharing of the costs pos-

sible.

6. Training Programmes.

Training programmes should be elaborated in order to ensure

that

skilled workers

marine engineers and

navigators

are available for the future shipyard and the Lake Service.

6.1 Skilled Workers.

At present it is not possible to train Malawians to become

skilled workers at the existing workshops at Monkey Bay, sim-

ply because of lack of machinery. Much machinery which a

skilled worker should be able to use, is not available at all.

- 57 -

With the setting up of a new yard at Liwonde, all necessary

machinery should be made available for the training of workers.

It is suggested to set up a school within the yard area and em-

ploy up-to-date methods and materials for the instruction of the

workers.

Subjects for which a workshop school is particularly suited are:

electric welding

gas flame welding and

flame cutting.

A course in any of these subjects may be finished in anything

between one month and three months.

For the majority of the other subjects, training may have to

take place as part of the daily work in the workshops. Salary

scales should make the workers interested in passing the var-

ious courses arranged by the workshop school.

In order to become a certified skilled worker, a test shall be

passed by the worker, who shall show his abilities within his

trade.

A worker shall be allowed to pass the test as soon as he is

able to do so.

6.2 Marine Engineers.

Malawians who shall work as marine engineers on the future

merchant fleet shall train as diesel mechanics on the new ship-

yard. As part of their training, they shall work as engine

apprentices onboard the ships of the Lake Service.

The theoretical background, at least for the lower certificates,

should be obtained in Malawi. As only a few students will be

trained every year, it should be investigated whether the stu-

- 58 -

dents with advantage could follow the general subjects taught

at high schools or engineering schools in Malawi and take the

necessary lessons in marine engineering and other related sub-

jects at a course specially arranged for that purpose.

6. 3 Navigators.

Navigators should preferably be educated in Malawi. Students

should serve as cadets onboard the ships as part of their train-

ing.

The theoretical background should be obtained partly in high

schools in Malawi and partly at special courses, where navi-

gation, meteorology, seamanship etc. are taught. Even these

courses could be arranged in Malawi.

6.4 Certificates Required.

Requirements for certificates held by Lake Service officers should

correspond to the requirements in force in Europe for coastal

navigation. The rules vary slightly from country to country,

and the following information on North-European regulations

should therefore be taken as a guidance only:

Engineers:

For ships with a main engine horsepower below 300 BHP, no

engineers are required to serve on board, but one of the crew

members must have a certificate permitting him to operate

diesel engines up to 300 BHP. The diesel engine and propeller

manoeuvres shall be controlled from the bridge.

If the main engine BHP is between 300 and 500, a certified

diesel mechanic should serve onboard, engine and propeller

still being controlled from the bridge.

-59-

If the main engine horsepower is above 500 BHP but below

1000 BHP, an engineer and a diesel mechanic must serve on-

board.

Navigators.

On cargo ships with a gross tonnage below 150 RT, the master

must hold a certificate for coastal navigation. On cargo ships

between 150 and 500 RT both the master and his mate must hold

certificates for coastal navigation.

On cargo ships with a gross tonnage above 500 RT and below

1400 RT there should be:

1 master (2nd class master' s certificate)

1 chief officer (2nd class mate's certificate)

1 2nd officer (coastal navigation certificate).

For passenger ships the requirements are usually more severe.

Gross tonnage as referred to in this connection is lower than

deadweight tonnage.

Of the cargo ships mentioned in chapter 1 only the 750 ts dw

cargo ship must have a certified marine engineer as chief

engineer and a captain who holds a master' s certificate.

As only very few officers with the highest certificates are called

for in the Lake Service, such officers should probably be train-

ed outside Malawi, and only certified diesel mechanics and na-

vigators with a coastal navigation certificate should be trained

in Malawi.

- 60 -

PART II: WITHOUT KRAFT PAPER MILL

1. General.

The present Part II deals with the possibility that the Vipya

pulpwood and paper scheme should not materialize and con-

sequently that no kraft paper mill will be built at Chinteche.

This would have an influence on the required ship capacity and

shipbuilding costs dealt with in Chapter 2 of Part I. In the

following sections a corresponding investigation has been made

in case no paper mill will be built.

2. Estimated Annual Ton-Miles.

In Annex A, table 34, a summary is given of estimated annual

quantities to be transported on the lake and river, southgoing

and northgoing.

The average mileage to be sailed are the same as for Part I,

namely:

In 1970-1972: 210 statute miles, which is rather close to

the distance between Chipoka and Nkhata Bay.

In 1972-1990: For general cargo and oil between Liwonde

and the Northern Region plus the northern

part of the Ccntral Region: 251 statute miles.

For oil between Liwonde and Senga: 115 sta-

tute miles.

- 61 -

*

Combining these average transport distances with the estima-

ted tonnages in the above mentioned table 34 of Annex A, the

total number of ton-miles of cargo (including cattle) and of

oil is found and presented in table 8.

3. Phased Ship Capacity Requirements.

Based on the total ton-miles as indicated in table 8 and on the

same assumptions as in Part I with regard to the capacity of

the existing ships and new-buildings, the number and type of

ships required at each particular time of the considered per-

iod 1970 - 1990 are given in table 9, which should be read in

conjunction with the Detailed Design and Building Programme,

Part II, B: Shipbuilding, in the General Report.

With the assumed annual ton-mile capacities of the ships we

find, according to figs. 5 and 7, that the ton-mile rates for

cargo and oil are, as was the case for Part I, respectively as

follows:

Cargo: 70 per cent utilization of ship : 1. 2 d/ton-mile

Oil : 45 per cent utilization of tanker: 1.8 d/ton-mile

This gives an average ton-mile rate for all transports on the

Lake and River with regard to cargo and oil of:

1. 2 (27 + 34 + 47 + 58 + 70) + 1.8 x (7 + 8 + 10 + 13 + 16) -27 + 34 + 47 + 58 + 70 + 7 + 8 + 10 + 13 + 16

1. 3 d. /ton-mile

or in other words, the same ton-mile rate as for Part I.

For supplementary explanation of the chosen procedure in deter-

mining the number of ships to be built at the various stages

within the period 1970 - 1990, reference is made to Part I,Chapter 2, Section 2.

TABLE 8.

Transported Annual Ton-Miles on Lake Malawi and Shire River 1970 - 1990 without Kraft Paper Mill.

CARGO O I L CARGO + OIL(incl. CATTLE)

Year Northern Region Central Region Total Oilton-mile ton-mile ton-mile ton-mile ton-mile

(1) (2) (3) (4)=(Z)+(3) (5)=(l)+(4)

1970 77x10 3 x210 = 16x10 6 By train and truck By train to Salima By train and truck 16x10 6

mid 3 6 6 ~ l 15= x0711972 107x10 x251 = 27x10 16x10 x251 = 4x106 27x6 x115 = 3x06 x6 34x106

1975 136x103x251 = 34x106 18x103x251 = 5x106 30x10 3x115 = 3x106 8x106 42xl0 6

1980 186x103x251 = 47x10 6 23x103x251 = 6x106 37x10 3x115 = 4x106 10x106 57x10 6

1985 23Zxl0 3x251-= 58x106 29x103x251 = x06 48x10 3x115 = 6x106 13x106 71x10 6

1990 277xl0 3x251 = 70x106 37x10 3x251 = 9x106 62xl03x115 = 7x106 16x106 86x10 6

q'

- 63 -

TABLE 9.

Required and Available Ton-Mile Ship Capacity.

RequiredYear Freight Available capacity in ton-mile Capacity

Ton-mile

1970 Cargo Existing ships llx106 16x10 6

The esurplus requirement of5x10 ton-miles will betransported by truck andby train

Oil All oil is being transportedby truck and by train

mid 61972 Cargo Original ships 11x10 6One 500 ts dw cargo ship lZx10 6One 500 ts dw cargo/cattle sh.12x10

Total 35x106 27x106

Oil Two 250 ts dw tankers 8x106 7x10 6

1975 Cargo Original ships 8x106One 500 ts dw cargo ship 14x106One 500 ts dw cargo/cattle sh.12x106

Total 34x106 34x106

Oil Two 250 ts dw tankers 8x106 8 x106

61980 Cargo Original ships 8x10 6

Two 500 ts dw cargo ships 28x10 6One 500 ts dw cattle ship lZxl0

Total 48x106 47x10 6

Oil Three 250 ts dw tankers l2xl0 6 10x106

1985 Cargo Original ships 8x10 6Three 500 ts dw cargo ships 42x106

One 500 ts dw cattle ship 12x10

Total 62x106 58x106

Oil Three 250 ts dw tankers lZxl06 13x106

61990 Cargo Original ships 8x106

Four 500 ts dw cargo ships 56x106One 500 ts dw cattle ship lZxl0

Total 76x106 70x106

Oil Four 250 ts dw tankers 16x106 16x106

- 64 -

4. Estimated Cost of Ships.

With reference to section 3 above and to the Detailed Design

and Building Programme, Part II, in the General Report, a

summary of the estimated expenditures for the shipbuilding

programme under Part II is given in table 10.

TABLE 10.

Estimated Shipbuilding Costs (1967 prices)

Preliminary Stage Unit Price Totaland Stage IMid 1970-mid 1972

a. Two 250 ts dw tankersassembled in dry dock 66,000 132,000

b. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

c. One combined passenger/cargoship built in dry dock 85,000 85,000

d. Lengthening of NKWAZI from175 ts to 285 ts dw in dry dock 50,000 50,000

e. One 500 ts dw cargo/cattleship built in dry dock 190,000 190,000

Total Preliminary Stage 627, 000and Stage I:

Building Stage IIMid 1972 - 1975

No ship building in this stage

Total Stage II 0,000

Building Stage III1975 - 1980

a. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

b. One 250 ts dw tankerbuilt in dry dock 55,000 55,000

c. Conversion of cattle/cargo ship tocattle ship in dry dock 20, 000 20, 000

Total Stage III 245,000

- 65 -

Building Stage. IV Unit Price Total1980 - 1985

a. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

Total Stage IV 170,000

Building Stage V1985 - 1990

a. One 500 ts dw cargo shipbuilt in dry dock 170,000 170,000

b. One 250 ts dw tankerbuilt in dry dock 55,000 55,000

Total Stage V 225,000

Total shipbuilding costs for all five

stages of the period 1970 - 1990: L 1, 267, 000

For further remarks with regard to the chosen size of ships

reference is made to Part I, Chapter 2, Section 2.

FIGURE 1

TON - MILE RATES FOR A SERIES

OF GENERAL CARGO SHIPS

UNITS:

MALAWI PENCE

SHORT TONS

STATUTE MILES 100 */, UTILIZATION

310.0 0 MILES/YEAR

z

40.000 MILES YEAR

'14114.00 200E0 /IES YEEAAR

TON - MILES PER YEAR

0 5x)0 6 10;106 15 fy106 201106 25 106

FIGURE 2

TON - MILE RATES FOR A SERIES

OF GENERAL CARGO SHIPS

10.000 MILES /Y2EARUNITS:

MALAWI PENCE

SHORT TONS

STATUTE MILES 70 */, UTILIZATION

2.0-

1.0 0__ _ _LE_/YEAR

40.000 MILES/YEAR

50,000 MILES/YEAR

TON-MILES PER YEAR

0 5X10 6 10x106 15x10 6 20X10 6 25x 10 6

FIGURE 3

TON-MILE RATES AS FUNCTION OF SHIP SIZE

AND CARGO HANDLING RATES

I IIIVALID FOR ROUND TRIP OF TOTALLY 560 MILES AND 70/o UTILIZATION

5.0

UNITS:

MALAWI PENCE

SHORT TONS

4.0 ____ STATUTE MILES

33.1z0

2.0

wz

20 TN/HOUR ...

1.040 TONS/HOUR

DEADWEIGHT CAPACITY NET OF SHIP

0o 200 40 600 00 1060

FIGURE 4

1500 SHIP SIZE AS FUNCTION 150

OF TIME SPENT IN PORT

EXAMPLE: 7

PULP TRANSPORT CHINTECHE - LIWONDE

UNITS:

SIORT TONS s

HOURS

1000 C HOURS _ _ _ _ 100TI(n

00U50 w

4>Uw

00

625 w 0

500 50

TIME SPENT IN PORT PER ROUND TRIP (HOURS)

0 48 96 144 192 0

FIGURE 5

TON -MILE RATES FOR A 500 TONSDEADWEIGHT GENERAL CARGO SHIP

UNITS:

5.0 MALAWI PENCE

SHORT TONS

STATUTE MILES

4.0

w

z

0

w0-

2 0

_N_-___LE_/YEA

7. 5xlO6 TON - MLLES/YEA

1.0 155lO xO 10 6ION- M/ES/YE

~1.

DISTANCE SAILED PER YEAR (MILES)

0-O 1O,0OO 20.000 30.00 40.000 50.900

FIGURE 6

TON -MILE RATES FOR A 750 TONSDEADWEIGHT GENERAL CARGO SHIP

UNITS:5.0 MALAWI PENCE

SHORT TONS

STATUTE MILES

4.0

w

z

1 5X-06 TON- MILES/YEAR

zwa.

2.0 1

o04 UILIZA N80 0 A7,1 N15 x106

1.0

_! 25xo6

04 DISTANCE SAILED PER YEAR (MILES)

0 10.<000 20.,000 1 30,00 40 O 501.000

FIGURE 7

\ 1T MTON -MILE RATES FOR A 250 TONS1xlO TON - MILES/YEAR DEADWEIGHT TANKER

UNITS:

5.0 MALAWI PENCE

SHORT TONS

STATUTE MILES

-

I16 o ILlY A

2D w

z0

3.0 21LE/EA

CL

wuz(L

2.0 3 x 106 TON- MILES/YEAR

5 x 106

1.0

DISTANCE SAILED PER YEAR (MILES)

0 10.000 20.OO 3O.0OO __________50

FIGURE 860

RUNNING COSTS FOR A SMALL COMBINEDCARGO AND PASSENGER SHIP

50

40 wI-

(L

30

20

10

TOTAL DISTANCE SAILED PER YEAR (MILES)

0 10.000. 20.000 30.000 40.000 50.000

34C-2 -9 24o C1 z 0 4 3 z 242 0 7S> W m m > > Tr m r- c (~n m m -r 0 00

3 2 2 1 7 1 Xo 2 2 0 > 20 Z - Z F J T

m 27 21 174 6 42 12 26 259 22 21D 2X Z8 7 5 4 2 2 2 7 MNE A

144 > 0 0 0 E 9 > 4> z z~ > z M m : -

12 7 30 7) 116 4 11 1> 74 63 02 3 5 NHAT A103 49 33 CC) 14 02 96 Z502 9 UIY

co >- > > m -- Z_ _ > < > _ - > z-

348 290 245 156 112 196 340 330 296 286 275 255 248 225 213 191 153 100 99 74 38 LIWONDE> 310 252 207 118 74 158 302 292 258 248 237 217 210 187 175 153 115 62 61 36 FORT JOHNSTON) 277 219 174 86 42 126 269 259 226 215 204 184 177 154 142 120 82 28 27 MONKEY BAY

274 216 171 83 43 123 267 256 223 212 201 180 174 151 138 115 78 22 CHIPOKA

r 254 196 151 62 23 103 246 236 202 192 181 160 154 131 118 95 58 SENGA POINTm __ _ _ _

205 147 104 33 47 57 197 187 153 142 131 110 104 81 67 43 NKOTA KOTA0

175 118 79 52 84 47 167 157 123 112 101 80 74 51 34 CILUVYA144 87 50 66 105 40 136 126 93 82 70 50 44 20 CHINTECHE

rn 126 70 35 76 116 41 118 108 74 63 52 32 25 NKHATA BAY! z 6 Z 0

S103 49 339914062 96 855240 29 9 USISYA r-> , > 0 z97 43 35106146 67 89 79 4534 22 RUARWE m 05

_ 76 27 47126 166 8668 58 2413 MLOWE m m z>Mi m

69 25 56137 178 97 61 51 17 TEKERA n

54 20 64 1147 188 106 46 136 CHILUMBA C0a>;?. 71, - -4

22 51 98181 221140 13 KARONGA E-4

13 60 108 191 231 150 KAPORO

158 98 51 44 85 LIKOMA ISLAND

239 181 136 47 MEPONDA 0

_n 199 139 93 METANGULA w, r

116 55 MBAMBA BAY66 MANDA

I -T

8 TONS

LIl -r T~ Er Th TL IM.S. MPASA

AS BUILT 1937 WITH SUBSEQUENT' ALTERATIONS:

LENGTH OVERALL 105'- 0" - (32.00 M)

LENGTH BETW. PERR 100' - O" (30.48 M)WCCREW wCREW

BREADTH 22' -0" -( 6.71 M)fCREW

4 291-9" 4 -k 1 DEPTH TO MAIN DECK 9'- 8" ( 295 M)

DRAFT, LOADED 7' -10" ( 2.39 M)

MAIN DECK DEADWEIGHT ALL TOLD abt. 180 LONGTONS

SPEED, SERVICE abt. 7.5 KNOTS

MAIN ENGINE HORSEPOWER 270 BHP

G7LLEY OFFT CAPT. WHEEL

8 HMESS ENG. HUSEHOUSE

BRIDGE DECKSCALE: 1:200

GOVERNMENT OF MALAWILAKE MALAWI AND UPPER SHIRE DESIGNED K_TRANSPORTATION PROJECT DRAWN KD GK

APPROVED

M.S. MPASAI__ DATEFEBR. 1968

KAMPSAX KAMPMANN KIERULFF & SAXILD A/S S. N. 3297

CONSULTING ENGINEERS - COPENHAGEN NO.

8 TONS1.5 TONS

I II I|111|KTTrrrT T--Trr T-TT rI T 7 TTF

CREW CREW M.S. NKWAZI

CREW o' 6'' AS BUILT IN 1956

OFF 17' 6'x 2'- 0 STOR LENGTH OVERALL 113' - 71/2"- (34.63 M)

LENGTH BETWEEN PERPEND. 105' - O" - ( 32.00 M)

GALLEYS

MAN DCK______ BREADTH 27' -0" -( 8.23 M)MAIN DECK DEPTH TO MAIN DECK 10' -6" - ( 3.20 M)

DRAFT, LOADED 7' -6" - ( 2.29 M)

OFF. SPARE DEADWEIGHT ALL TOLD abt. 175 LONGTONSMESS CABIN CAPT.

SPEED, SERVICE 8 KNOTS

MAIN ENGINE HORSEPOWER 360 BHP

GALLEY ST BOYS

NOTE: FORWARD HOLD IS GASTIGHT AND SUITEDFOR CARRYING PETROL IN DRUMS.

POOP DECK FORECASTLE DECK

WHEEL

SCALE 1:200

HOUSE

GOVERNMENT OF MALAWILAKE MALAWI AND UPPER SHIRE DESIGNED KD

BRIDGE DECK TRANSPORTATION PROJECT DRAWN KD GKM.S. NKWAZI APPRVED

DATEFEBR.1968AMPSAX KAMPMANN, KIERULFF & SAXILD A/S . N. 3297

CONSULTING ENGINEERS - COPENHAGEN NO.

/ 2 3 TONS 3 TONS 1.5 TONS8 TONS)

I.~1- l, I V iI LIr T -1 I~trr U VVfL T11 11 n f I A-J JFAIt TFT rVfLV-~i

CREW CREW

CREWIPROPOSED LENGTHENING OF M.S."NKWAZI"

OFF 36-9 x 12 -0" 10'-68'." STORE LENGTH OVERALL 143' -4-1/2"-(43.60M)

LENGTH BETWEEN PERPEND. 134' - 9" -(41.07 M)AGALLEYS

BREADTH 27' - 0" - ( 8.23 M)MAIN DECK

DEPTH TO MAIN DECK 10' - 6" - (3.20 M)

DRAFT LOADED 7' - 6" - (2.29 M)

OFF. SPARE DEADWEIGHT ALL TOLD abt. 285 LONGTONSMESS CABIN CAPT.

SPEED, SERVICE abt 8 KNOTS

MAIN ENGINE HORSEPOWER AS BEFORE: 360 BPHENG.

GALLEY ST BOY S

POOP DECK FORECASTLE DECK

WHEELSCALE: 1: 200

HOUSE

GOVERNMENT OF MALAWILAKE MALAWI AND UPPER SHIRE DESIGNED KD

BRIDGE DECK TRANSPORTATION PROJECT DRAWN KD GKAPPROVED

M S. NKWAZI - LENGTHENED ATED___________________________________ DATE FEBR. 1968

KAMPSAX KAMPMANN, KIERULFF & SAXILD AS S. N. 3297

CONSULTING ENGINEERS - COPENHAGEN NO.

P2O3OTONS 2X3 TONS2xS TONSM

L ER-4BATH

CREW OF'rF.BEDRM. 0GA6 GLL EY xC~ ~ ~ R P S D 5 0 T E D E G T C R O S IMESS OFF MESS ECG CAPT

3: LENGTH OVERALL 156* -0" - (47.55 M

BATH LENGTH BETWEEN PERPEND. 145'- O"- ( 44.20 M)

BOAT DECK BRIDGE DECK BREADTH 32'-2"-( 9.80M)

- DEPTH TO UPPER DECK 19' -O"-( 5.80 M)

BATH DEPTH TO MAIN DECK 11' - 0" ( 3.35 M)

DRAFT, LOADED 9' - 0" ( 2.75 M)

DEADWEIGHT ALL TOLD abt. 500 LONGTONS

SPEED, SERVICE abt. 10 KNOTS

MAIN ENGINE HORSEPOWER obt. 450 SHP

STORE STORE 742-6 0-8 27x63M

UPPER DECK

3 -SCALE: 1;200

GOVERNMENT OF MALAWIEGNROMLAKE MALAWI AND UPPER SHIRE DEstGNED KD

1,4-TRANSPORTATION PROJECT DRAWN KD. GK.

MAIN500 TONS DEADWEIGHT CARGO SHIPKAMP_ AXC________________ _-_C _ _ DATE FEBR. 1966

-APA KAMPUANN. KIERULPF & SAX1LD A/&S N. 32977OAMPNSAGNER CPNHGN O D 4

2 x3 TONS

CREW ACCOMO TON

FAN CATTLE SHIP VERSION OF 500 TS DEADWEIGHT CARGO SHIP

LENGTH OVERALL 156 0" - (47.55 M)

F_ 5________ LENGTH BETWEEN PERPEND. 145'-0"- (44.20 M)

BREADTH 32'-2"-( 9.80 M)

UPPER DECK DEPTH TO UPPER DECK 19'-O"- ( 5.90 M )

DEPTH TO MAIN DECK 11'-O"-( 3.35 M)

DRAFT, MEAN LOADED 8' -0*- ( 2.44 M)

SPEED, SERVICE abt. 10 KNOTS

CATTLE RAMP CAPACITY:

IN HOLDS: abt. 234 HEADS OF CATTLE

____ _WEATHER DECK: abt. 113 HEADS OF CATTLE

TOTAL: abt. 347 HEADS OF CATTLE

SCALE: 1:200

ROOM GOVERNMENT OF MALAWI

LAKE MALAWI AND UPPER SHIRE DESIGND KOTRANSPORTATION PROJECT DRAWN KD GK

TANKTO0P 500 TONS DEADWEIGHT CARGO SHIP APPOVED

DATE FEBR. 1968AMPSAX PMANN. IERULF& S GAXLDA/S S N. 3297KAM.. PSAX D5

2 x 3 TONS 2x 3 TONS- (2 x 8 TONS)

--.

PROPOSED 750 TS DEADWEIGHT CARGO SHIP

LENGTH OVERALL 180' -0"- ( 54.85 M)

LENGTH BETW. PERP. 160'- 9"- (49.00 M)

BREADTH 32' - 2"- ( 9.80 M)

CREW CREW CREW DEPTH TO UPPER DECK 20'-4"- ( 6.20 M)

- DEPTH TO MAIN DECK 11 '-10"--( 3.61 M)F- i CREW P ET.13DATLAEI1

3"-(3.3M-- ---E-_ _-_FF._DRAFT, LOADED 11'- 3"-(. 3.43 M)

DEADWEIGHT ALL TOLD abt. 750 LONGTONS

TE SPEED, SERVICE abt. 10.5 KNOTSBAT 82 -6"x 20'- 8"( 252 2x 7.6 M)

MAIN ENGINE HORSEPOWER abt. 600 BHPUPPER DECK

CATTLE SHIP VERSION:

LOADING CAPACITY: abt. 368 HEADS OF CATTLE

ATHBATH

0 FE BEDRM,

SCALE: 1:200SPARE ENG. CAPT.

SBATH GOVERNMENT OF MALAWI

Bo-w DECK o~uwLAKE MALAWI AND UPPER SHIRE DEsiGNED KD-TRANSPORTATION PROJECT DRAWN KD GK

750 TONS DW. GENERAL CARGO SHIP APPROVED

DATEFEBR.1968

KAMPSAX KAMPMANN. KIERULFF & SAXILD A/S S. N. 3297CONU.TINO ENGINEERS . OPENHAGEN NO D6

PROPOSED 250 TS DEADWEIGHT TANKER

BATH LENGTH OVERALL 130'-O"- (39.62 M)EY CSPARE OFF. t

CAPT LENGTH BETW PERPEND. 115'-O"- (35.05 M)

BREADTH 20'- 4"- ( 6.20 M)WCwBAT4GALLEYI NF G. DEPTH TO MAIN DECK 8'- 0"- ( 2.44 M)

DRAFT, LOADED 6'- 8- ( 2.03 M)

POOP DECK BRIDGE DECK FORECASTLE DECK DEADWEIGHT, ALL TOLD obt. 250 LONGTONS

SPEED, SERVICE abt. 9 KNOTS

MAIN ENGINE HORSEPOWER obt. 300 BHP

ST. CREWV M I.

ROOM -QK ~ -BATH CREW

MAIN DECK SCALE: 1: 200

GOVERNMENT OF MALAWILAKE MALAWI AND UPPER SHIRE DESGNEDTRANSPORTATION PROJECT DRAWN KD GK250 TONS DEADWEIGHT TANKER APPROVED

DATEFEBR.1968

KAMPSAX KAMPMANN. KIERULFF & SAXILD A/S S. N. 3297CONSULTING ENGINEERS - COPENHAGEN NO.

2x2 TONS

CAFETERIA CREW

ENGINE CARGO

il 1LL

-- PROPOSED COMBINED PASSENGER & CARGO SHIP

ENG. OFF. CAPT. LENGTH OVERALL 113' -9"- (34.70 M)

LENGTH BETW. PERPEND. 98' - 6"- (30.00 M)

w BREADTH 26'- 3" ( 8.00 M)GA- -ESwLE WC 3 DEPTH TO MAIN DECK 10' -10" ( 3.30 M)

DRAFT, LOADED abt. 7'-6" ( 2.29 M)

UPPER DECK DEADWEIGHT, ALL TOLD abt.200 LONGTONS

PASSENGERS obt. 150

SPEED, SERVICE abt. 91/2 KNOTS

MAIN ENGINE HORSEPOWER abt.400 BPH

["]WCs Irz

DECK SPACE CAFETERIACREW

OFFFOR CARGO abt.100 PASS

SCALE: 1:200

MAIN DECKGOVERNMENT OF MALAWI

LAKE MALAWI AND UPPER SHIRE DESIGNED KDTRANSPORTATION PROJECT DRAWN KD GK

COMBINED PASSENGER & CARGO SHIP APPROVEDDATE FEBR.1968

KAMPMANN. KIERULFF & SAXILD A/S S. N. 3297

KAMPSAX CONSULTING ENGINEERS . COPENHAGEN NO.

00-

,/o 4

0

'r N

- /w G

?4/

LEGEND:

-----------. FENCE

- RAILWAY

CRANE RAIL

GOVERNMENT OF MALAWILAKE MALAWI AND UPPER SHIRE DESIGNED TTRANSPORTATION PROJECT DRAWN GK

SHIP YARD PZ/ LIWONDE HARBOUR APPROVED

SHIP YARD DATEFEBR. 1968SCALE 1: 2000 K AMPSAX KAMPMANN. KIERULFF & SAXILD A/S S. N. 3297

CONSULTING ENGINEERS - COPENHAGEN NO. D 9

3-