NATIONAL PORTS PLAN 2016 Update

Transcription

1 NATIONAL PORTS PLAN 2016 Update DISCLAIMER

2 ACKNOWLEDGEMENTS Transnet National Ports Authority [TNPA] expresses their gratitude to all the people, authorities and organisations for their generous assistance and supply of information that formed the basis of this document. It is not possible to name them all, but we are grateful for the assistance of the Port Managers, Port Engineers, Port Planners, other TNPA officers and administrators and to PRDW South Africa (Pty) Ltd for compiling this document. ACKNOW LEDGEMENTS

3 DISCLAIMER The content of this document is for general information purposes only and should not be construed as creating an expectation of any nature whatsoever regarding the way forward relative to any of the issue/s under consideration/contained herein. Rights are fully reserved not to proceed in respect of any issue/s under consideration/contained herein and to alter views expressed. The basis upon which to proceed relative to the subject matter of this document, or not to proceed as the case may be, will be developed further outside the ambit of this document, subject to all relevant TNPA governance processes and procedures, and for this specific purpose the content of this document should not be relied upon as the sole source of information. TNPA reserves the right to amend, modify and/or withdraw this document or any part thereof without prior notice and without liability to compensate or reimburse any person pursuant to such amendment or modification. Furthermore, in so far as the development of ports in addition to the existing commercial ports are concerned, attention is drawn to the provisions of Section 10 of the National Ports Act 12 of Please be guided accordingly. DISCLAIMER

4 CONTENTS ACKNOWLEDGEMENTS DISCLAIMER CONTENTS LIST OF FIGURES LIST OF TABLES GLOSSARY, ABBREVIATIONS AND ACRONYMS EXECUTIVE SUMMARY I II III V VIII IX XII 1 INTRODUCTION Project Background Methodology Report Structure PDFP UPDATE Introduction Port of Richards Bay Port Background Capacity Analysis Port Development Framework Plans Port of Durban Port Background Capacity Analysis Port Development Framework Plans Port of East London Port Background Capacity Analysis Port Development Framework Plans Port of Ngqura Port Background Capacity Analysis Port Development Framework Plans 2-54 CONTENTS

5 2.6 Port of Port Elizabeth Port Background Capacity Analysis Port Development Framework Plans Port of Mossel Bay Port Background Capacity Analysis Port Development Framework Plans Port of Cape Town Port Background Capacity Analysis Port Development Framework Plans Port of Saldanha Bay Port Background Capacity Analysis Port Development Framework Plans Port of Port Nolloth Port Background Port Development Framework Plans Proposed Port of Boegoebaai REFERENCES 3-1 ANNEXURE A PDFPS A-1 Richards Bay 2015 PDFPs A-2 Durban 2015 PDFPs A-4 Durban Dig-Out Port 2015 PDFPs A-6 East London 2015 PDFPs A-8 Ngqura 2015 PDFPs A-10 Port Elizabeth 2015 PDFPs A-12 Mossel Bay 2015 PDFPs A-14 Cape Town 2015 PDFPs A-16 Saldanha Bay 2015 PDFPs A-18 Port Nolloth 2015 PDFPs A-20 ANNEXURE B - SCENARIO ANALYSIS B-1 Cape Town B-2 Richards Bay B-5 CONTENTS

6 LIST OF FIGURES Figure 2-1: Richards Bay gazetted port limits 2-2 Figure 2-2: Precincts and berth layout of the Port of Richards Bay 2-3 Figure 2-3: Richards Bay coal demand forecast and planned capacity 2-6 Figure 2-4: Richards Bay liquid bulk demand forecast and planned capacity 2-7 Figure 2-5: Richard Bay container demand forecast and planned capacity 2-8 Figure 2-6: Richards Bay dry bulk (excluding coal) demand forecast and planned capacity 2-9 Figure 2-7: Richards Bay break bulk demand forecast and planned capacity 2-10 Figure 2-8: Port of Richards Bay current layout 2-11 Figure 2-9: Port of Richards Bay short-term layout 2-12 Figure 2-10: Port of Richards Bay medium-term layout 2-13 Figure 2-11: Port of Richards Bay long-term layout 2-14 Figure 2-12: Durban gazetted port limits 2-15 Figure 2-13: Precincts and berth layout of the Port of Durban 2-16 Figure 2-14: Durban container demand forecast and planned capacity 2-19 Figure 2-15: Durban dry bulk demand forecast and planned capacity 2-20 Figure 2-16: Durban liquid bulk demand forecast and planned capacity 2-21 Figure 2-17: Durban SBM import demand forecast and planned capacity 2-22 Figure 2-18: Durban automotive demand forecast and planned capacity 2-23 Figure 2-19: Durban break bulk demand forecast and planned capacity 2-24 Figure 2-20: Port of Durban current layout 2-26 Figure 2-21: DDOP current layout 2-27 Figure 2-22: Port of Durban short-term layout 2-28 Figure 2-23: DDOP short-term layout 2-29 Figure 2-24: Port of Durban medium-term layout 2-30 Figure 2-25: DDOP medium-term layout 2-31 Figure 2-26: Port of Durban long-term layout 2-32 Figure 2-27: DDOP long-term layout 2-33 Figure 2-28: East London gazetted port limits 2-34 Figure 2-29: Precincts and berth layout of the Port of East London 2-35 Figure 2-30: East London dry bulk demand forecast and planned capacity 2-37 Figure 2-31: East London container demand forecast and planned capacity 2-38 Figure 2-32: East London break bulk demand forecast and planned capacity 2-39 Figure 2-33: East London automotive demand forecast and planned capacity 2-40 Figure 2-34: East London liquid bulk demand forecast and planned capacity 2-41 Figure 2-35: Port of East London current layout 2-42 Figure 2-36: Port of East London short-term layout 2-43 Figure 2-37: Port of East London medium-term layout 2-44 Figure 2-38: Port of East London long-term layout 2-45 Figure 2-39: Ngqura gazetted port limits 2-46 Figure 2-40: Precincts and berth layout of the Port of Ngqura 2-47 Figure 2-41: Ngqura container demand forecast and planned capacity 2-49 Figure 2-42: Ngqura manganese demand forecast and planned capacity 2-50 LIST OF FIGURES

7 Figure 2-43: Ngqura MPT demand forecast and planned capacity 2-51 Figure 2-44: Ngqura SBM demand forecast and planned capacity 2-52 Figure 2-45: Ngqura liquid bulk demand forecast and planned capacity 2-53 Figure 2-46: Port of Ngqura current layout 2-54 Figure 2-47: Port of Ngqura short-term layout 2-55 Figure 2-48: Port of Ngqura medium-term layout 2-56 Figure 2-49: Port of Ngqura SBM location on medium-term layout 2-57 Figure 2-50: Port of Ngqura long-term layout 2-58 Figure 2-51: Port of Ngqura SBM location on long-term layout 2-59 Figure 2-52: Port Elizabeth gazetted port limits 2-60 Figure 2-53: Precincts and berth layout of the Port of Port Elizabeth 2-61 Figure 2-54: Port Elizabeth container demand forecast and planned capacity 2-64 Figure 2-55: Port Elizabeth manganese demand forecast and planned capacity 2-65 Figure 2-56: Port Elizabeth MPT demand forecast and planned capacity 2-66 Figure 2-57: Port Elizabeth automotive demand forecast and planned capacity 2-67 Figure 2-58: Port Elizabeth liquid bulk demand forecast and planned capacity 2-68 Figure 2-59: Port of Port Elizabeth current layout 2-69 Figure 2-60: Port of Port Elizabeth short-term layout 2-70 Figure 2-61: Port of Port Elizabeth medium-term layout 2-71 Figure 2-62: Port of Port Elizabeth long-term layout 2-72 Figure 2-63: Mossel Bay gazetted port limits 2-73 Figure 2-64: Precincts and berth layout of the Port of Mossel Bay 2-74 Figure 2-65: Location of CBM and SPM buoys in Mossel Bay 2-75 Figure 2-66: Mossel Bay liquid bulk demand forecast and planned capacity 2-77 Figure 2-67: Mossel Bay MPT demand forecast and planned capacity 2-78 Figure 2-68: Port of Mossel Bay current layout 2-79 Figure 2-69: Port of Mossel Bay short-term layout 2-80 Figure 2-70: Port of Mossel Bay medium-term layout 2-81 Figure 2-71: Port of Mossel Bay long-term layout 2-82 Figure 2-72: Cape Town gazetted port limits 2-83 Figure 2-73: Precincts and berth layout of the Port of Cape Town 2-84 Figure 2-74: Cape Town container demand forecast and planned capacity 2-87 Figure 2-75: Cape Town dry bulk demand forecast and planned capacity 2-88 Figure 2-76: Cape Town break bulk demand forecast and planned capacity 2-89 Figure 2-77: Cape Town liquid bulk demand forecast and planned capacity 2-90 Figure 2-78: Port of Cape Town current layout 2-91 Figure 2-79: Port of Cape Town short-term layout 2-92 Figure 2-80: Port of Cape Town medium-term layout 2-93 Figure 2-81: Port of Cape Town long-term layout 2-94 Figure 2-82: Saldanha Bay gazetted port limits 2-95 Figure 2-83: Precincts and berth layout of the Port of Saldanha Bay 2-96 Figure 2-84: Saldanha Bay iron ore demand forecast and planned capacity 2-98 Figure 2-85: Saldanha Bay liquid bulk demand forecast and planned capacity 2-99 Figure 2-86: Saldanha Bay MPT demand forecast and planned capacity LIST OF FIGURES

8 Figure 2-87: Port of Saldanha Bay current layout Figure 2-88: Port of Saldanha Bay short-term layout Figure 2-89: Port of Saldanha Bay medium-term layout Figure 2-90: Port of Saldanha Bay long-term layout Figure 2-91: Port Nolloth gazetted port limits Figure 2-92: Layout of the Port of Port Nolloth Figure 2-93: Port of Port Nolloth current layout Figure 2-94: Long-term layout of the proposed Port of Boegoebaai (PRDW, 2015) LIST OF FIGURES

9 LIST OF TABLES Table 2-1: Current port activities Richards Bay 2-4 Table 2-2: Capacity per cargo type Port of Richards Bay 2-5 Table 2-3:Current port activities Durban 2-17 Table 2-4: Capacity per cargo type Port of Durban 2-18 Table 2-5: Current port activities East London 2-36 Table 2-6: Capacity per cargo type Port of East London 2-37 Table 2-7: Current port activities Ngqura 2-48 Table 2-8: Capacity per cargo type Port of Ngqura 2-49 Table 2-9: Current port activities Port Elizabeth 2-62 Table 2-10: Capacity per cargo type Port of Port Elizabeth 2-63 Table 2-11: Current port activities Mossel Bay 2-75 Table 2-12: Capacity per cargo type Port of Mossel Bay 2-76 Table 2-13: Current port activities Cape Town 2-85 Table 2-14: Capacity per cargo type Port of Cape Town 2-86 Table 2-15: Current port activities Saldanha Bay 2-97 Table 2-16: Capacity per cargo type Port of Saldanha Bay 2-98 Table 2-17: Current port activities Port Nolloth LIST OF TABLES

10 GLOSSARY, ABBREVIATIONS AND ACRONYMS GLOSSARY Break bulk Coastwise trade Installed capacity Latent capacity Theoretical berth capacity Throughput Transhipment Cargo that is handled in packages such as boxes, crates, bags, drums, machine parts, sacks, or refrigerated cargos such as fruit or meat. Movement of cargo and passengers by sea along the coastline, without crossing an ocean. The maximum throughput that could be achieved assuming acceptable levels of congestion, optimal operator efficiencies and current equipment selection. The difference between installed capacity and throughput. The maximum throughput that could be achieved assuming acceptable levels of congestion, optimal operator efficiencies and optimal equipment selection. The actual flow of cargo through a terminal measured in tonnes per annum. In the case of container terminals, throughput is measured in twenty-foot equivalent units (TEUs) per annum, while motor vehicles are measured in Completely Built Units (CBUs). The transfer of goods from one ship to another. ABBREVIATIONS AND ACRONYMS bbl CAPEX CBD CBM CBU CDC DDOP DoE Dwt FEL studies GDP Barrel of oil Capital Expenditure Central Business District Catenary Buoy Mooring Completely Built Unit: A unit used to refer to automotive vehicles. Coega Development Corporation Durban Dig-Out Port Department of Energy Deadweight tonnage: The carrying capacity of a ship, including the weight of cargo, fuel, crew, passengers and fresh water. Expressed in metric tonnes. Front End Loading studies: Transnet standard procedure for implementation of projects. Gross Domestic Product GLOSSARY, ABBREVIATIONS AND ACRONYMS

11 GMQ General Maintenance Quay ha hectare IDZ Industrial Development Zone IV Island View kl Kilolitre km Kilometre LNG Liquefied Natural Gas LOA Length Overall LPG Liquefied Petroleum Gas LTPF Long-term Planning Framework m Metre MCBU Million Completely Built Units m³ cubic metre m³pa cubic metres per annum million kl million kilolitres MPT Multi-purpose Terminal MTEU/a Million TEU Per Annum MTPA Million Tonnes Per Annum MW Maydon Wharf NPA National Ports Act NPP National Ports Plan P&Gs Preliminary and General Items PDF/PDFP Port Development Framework/Port Development Framework Plan SBM Single Buoy Mooring SPM Single Point Mooring TEU Twenty-foot Equivalent Unit: A unit used to refer to containers. TNPA Transnet National Ports Authority tonne Metric system unit of mass equal to kilograms VAT Value Added Tax V&A Victoria & Alfred Waterfront GLOSSARY, ABBREVIATIONS AND ACRONYMS

12 COLOUR LEGEND Item Containers Description Container cargo import/export. Break Bulk / MPT Liquid Bulk Dry Bulk General cargo to be loaded individually, e.g. bags, crates or wind turbines. Mainly import of crude oil, refined product, potentially Liquefied Natural Gas (LNG), phosphoric acid, vegetable oils, chemicals and LPG. This does not include buoy moorings (SBM, SPM or CBM). Products exported/imported in large and unpackaged volumes, e.g. coal, iron-ore and manganese. Automotive Import/export of vehicles. Maritime Engineering Repair and refurbishment of vessels and rigs (heavy or light industrial activities). Potential ship-building activities part of Phakisa initiative. Fishing Facilities for fishing industry: Loading/offloading of products and processing. Aquaculture Commercial Logistics Open Space TNPA Other Maritime Commercial IDZ Areas allocated in open or protected waters for aquaculture operations, e.g. fish or mussel farms. Logistical activities and facilities associated with import and export of goods, e.g. distribution centres, storage/warehouses, offices and trade facilities. Environmentally sensitive areas, natural recreational areas (e.g. Naval Island in Richards Bay), flooding areas and zones not earmarked for development. Areas associated with administrative activities in port (e.g. offices), road reserves, servitudes or areas reserved for further development. Port activities such as cruise liner terminals, recreational fishing, entertainment areas, waterfront development, residential development and retail areas. These activities form part of the Phakisa initiative. Areas allocated for the Industrial Development Zone (IDZ). GLOSSARY, ABBREVIATIONS AND ACRONYMS

13 Introduction EXECUTIVE SUMMARY The National Ports Act (2005) prescribes that the National Ports Authority is to prepare and periodically update a port development framework plan for each port. This process ensures that the development plans remain current, remain aligned with national policies and remain inclusive of changes in the ports environment. The creation of new capacity in the ports system results from the implementation of the Port Development Framework Plans. The NPP was revised in 2014 and updated in This report contains the 2016 update of the NPP for the South African ports and includes Richards Bay, Durban, the proposed Durban Dig-Out Port, East London, Ngqura, Port Elizabeth, Mossel Bay, Cape Town, Saldanha Bay and Port Nolloth. The following methodology was applied to update the NPP: Revise the nationwide freight demand forecast; Develop the freight demand forecast per port; Interact with port management to discuss the latest demand forecasts, to confirm the current capacity and to confirm the latest commercial plans; Develop scenarios and port concepts to handle the 2016 projected freight demand; Conduct an options analysis to determine the most suitable port concepts to meet future demand; Develop the selected options into high level Port Development Framework Plans (PDFPs); Interact with port management to discuss, review and sign off the Port Development Framework Plans. For each PDFP the current (2016), short-term ( ), medium-term ( ) and long-term (beyond 2045) port layouts were updated. The following issues were considered whilst updating the NPP: Opportunities and constraints identified in the 2015 National Ports Plan; Alignment with international trends previously identified; Alignment with national strategies and policies developed as part of the 2015 National Ports Plan project; City land use planning. EXECUTIVE SUMMARY

14 PDFP Review The PDFPs were reviewed within the context of the latest cargo demand forecasts. As a result of this review the gazetted port limits, berths and precincts layouts, capacity assessment and finally the PDFPs were updated. Whilst the PDFPs have remained largely unchanged from the 2015 Update, notable changes that were made may be summarized as follows: The provision of LNG import facilities, as part of the Department of Energy (DoE) gas-to-power programme, for Richards Bay, Ngqura and Saldanha Bay are new developments. The Richards Bay and Ngqura facilities are planned for the short-term, whilst the Saldanha Bay facility is planned for the medium-term. The Maritime Engineering and Maritime Commercial activities were updated as part of Operation Phakisa. New plans for Maritime Engineering include a floating dry dock facility in Richards Bay and increased land use in Saldanha Bay, Port Elizabeth and Cape Town. New plans for Maritime Commercial facilities include expansion up the Buffalo River in East London and improvements to cruise liner facilities at Durban, Cape Town and Port Elizabeth. The latest demand forecasts indicate that cargo demand has generally declined since the 2015 update. This has resulted in non-critical projects being deferred. Notable projects that were deferred include the Liquid Bulk expansion in Durban and a portion of the Liquid and Dry Bulk expansion at Ngqura. Projects that were brought forward include the earlier development of the outer basin for container terminal in Cape Town in the medium-term and the LPG import facility that was recently completed in Saldanha Bay. Other minor changes to the PDFPs are mainly related to reprioritisation of land use and upgrades to road and rail infrastructure. EXECUTIVE SUMMARY

15 NATIONAL PORTS PLAN CHAPTER 1: INTRODUCTION

16 CHAPTER 1 CONTENTS 1.1 Project Background Methodology Report Structure 1-2 Chapter 1 Introduction, pp i

17 1.1 Project Background 1 INTRODUCTION The National Ports Act (2005) prescribes that the National Ports Authority is to prepare and periodically update a port development framework plan for each port. This process ensures that the development plans remain current, remain aligned with national policies and remain inclusive of changes in the ports environment. The creation of new capacity in the ports system results from the implementation of the Port Development Framework Plans. The NPP was revised in 2014 and updated in This report contains the 2016 update of the NPP for the following South African ports: Richards Bay; Durban (including proposed dig-out port); East London; Ngqura; Port Elizabeth; Mossel Bay; Cape Town; Saldanha Bay; and Port Nolloth. 1.2 Methodology The methodology applied to update the NPP is as follows: Revise nationwide freight demand forecast; Develop the freight demand forecast per port; Interact with port authority to discuss the latest demand forecasts, to confirm the current capacity and to confirm the latest commercial plans; Develop scenarios and port concepts to handle the 2016 projected freight demand; Conduct an options analysis to determine the most suitable port concepts to meet future demand; Develop the selected options into high level Port Development Framework Plans; and Interaction with the port management to discuss, review and sign off the Port Development Framework Plans. Chapter 1, Introduction, pp 1-1

18 For each PDFP the current (2016), short-term ( ), medium-term ( ) and long-term (beyond 2045) port layouts were updated. The following were considered while updating the NPP: Opportunities and constraints identified in 2015 National Ports Plan; Alignment with international trends previously identified; Alignment with national strategies and policies developed as part of the 2015 National Ports Plan project; City land use planning. 1.3 Report Structure This report contains three (3) chapters and has two (2) annexures. Chapter 1 provides the introduction to the document. Chapter 2 contains the PDFP review. In this chapter a background, capacity analysis and updates to the Port Development Framework Plans are provided for each port. Chapter 3 contains the references to the report. Annexure A contains the 2015 PDFP layouts. Annexure B contains the alternative layouts considered in the scenario analysis. Chapter 1, Introduction, pp 1-2

19 NATIONAL PORTS PLAN CHAPTER 2: PORT DEVELOPMENT FRAMEWORK PLAN UPDATE Chapter 1, Introduction, pp 3

20 CHAPTER 2 - CONTENTS 2.1 Introduction Port of Richards Bay Port Background Capacity Analysis Introduction Current capacities Coal Liquid bulk Containers Dry bulk Break bulk Port Development Framework Plans Introduction Current layout Short-term layout Medium-term layout Long-term layout Port of Durban Port Background Capacity Analysis Introduction Current capacities Containers Dry bulk Liquid bulk SBM import Automotive Break bulk Port Development Framework Plans Introduction Current layout Short-term layout Medium-term layout Long-term layout Port of East London Port Background Capacity Analysis Introduction Current capacities Dry bulk Containers (MPT) Break bulk (MPT) Automotive Liquid bulk Port Development Framework Plans Introduction Current layout 2-42 Chapter 2 PDFP Update, pp i

21 Short-term layout Medium-term layout Long-term layout Port of Ngqura Port Background Capacity Analysis Introduction Current capacities Containers Manganese MPT SBM Liquid bulk Port Development Framework Plans Introduction Current layout Short-term layout Medium-term layout Long-term layout Port of Port Elizabeth Port Background Capacity Analysis Introduction Current capacities Containers Manganese MPT Automotive Liquid bulk Port Development Framework Plans Introduction Current layout Short-term layout Medium-term layout Long-term layout Port of Mossel Bay Port Background Capacity Analysis Introduction Current capacities Liquid bulk MPT Port Development Framework Plans Introduction Current layout Short-term layout Medium-term layout Long-term layout Port of Cape Town 2-83 Chapter 2 PDFP Update, pp ii

22 2.8.1 Port Background Capacity Analysis Introduction Current capacities Containers Dry bulk Break bulk Liquid bulk Port Development Framework Plans Introduction Current layout Short-term layout Medium-term layout Long-term layout Port of Saldanha Bay Port Background Capacity Analysis Introduction Current capacities Iron ore Liquid bulk Multi-purpose terminal Port Development Framework Plans Introduction Current layout Short-term layout Medium-term layout Long-term layout Port of Port Nolloth Port Background Port Development Framework Plans Proposed Port of Boegoebaai Chapter 2 PDFP Update, pp iii

23 LIST OF FIGURES Figure 2-1: Richards Bay gazetted port limits 2-2 Figure 2-2: Precincts and berth layout of the Port of Richards Bay 2-3 Figure 2-3: Richards Bay coal demand forecast and planned capacity 2-6 Figure 2-4: Richards Bay liquid bulk demand forecast and planned capacity 2-7 Figure 2-5: Richard Bay container demand forecast and planned capacity 2-8 Figure 2-6: Richards Bay dry bulk (excluding coal) demand forecast and planned capacity 2-9 Figure 2-7: Richards Bay break bulk demand forecast and planned capacity 2-10 Figure 2-8: Port of Richards Bay current layout 2-11 Figure 2-9: Port of Richards Bay short-term layout 2-12 Figure 2-10: Port of Richards Bay medium-term layout 2-13 Figure 2-11: Port of Richards Bay long-term layout 2-14 Figure 2-12: Durban gazetted port limits 2-15 Figure 2-13: Precincts and berth layout of the Port of Durban 2-16 Figure 2-14: Durban container demand forecast and planned capacity 2-19 Figure 2-15: Durban dry bulk demand forecast and planned capacity 2-20 Figure 2-16: Durban liquid bulk demand forecast and planned capacity 2-21 Figure 2-17: Durban SBM import demand forecast and planned capacity 2-22 Figure 2-18: Durban automotive demand forecast and planned capacity 2-23 Figure 2-19: Durban break bulk demand forecast and planned capacity 2-24 Figure 2-20: Port of Durban current layout 2-26 Figure 2-21: DDOP current layout 2-27 Figure 2-22: Port of Durban short-term layout 2-28 Figure 2-23: DDOP short-term layout 2-29 Figure 2-24: Port of Durban medium-term layout 2-30 Figure 2-25: DDOP medium-term layout 2-31 Figure 2-26: Port of Durban long-term layout 2-32 Figure 2-27: DDOP long-term layout 2-33 Figure 2-28: East London gazetted port limits 2-34 Figure 2-29: Precincts and berth layout of the Port of East London 2-35 Figure 2-30: East London dry bulk demand forecast and planned capacity 2-37 Figure 2-31: East London container demand forecast and planned capacity 2-38 Figure 2-32: East London break bulk demand forecast and planned capacity 2-39 Figure 2-33: East London automotive demand forecast and planned capacity 2-40 Figure 2-34: East London liquid bulk demand forecast and planned capacity 2-41 Figure 2-35: Port of East London current layout 2-42 Figure 2-36: Port of East London short-term layout 2-43 Figure 2-37: Port of East London medium-term layout 2-44 Figure 2-38: Port of East London long-term layout 2-45 Figure 2-39: Ngqura gazetted port limits 2-46 Figure 2-40: Precincts and berth layout of the Port of Ngqura 2-47 Figure 2-41: Ngqura container demand forecast and planned capacity 2-49 Figure 2-42: Ngqura manganese demand forecast and planned capacity 2-50 Chapter 2 PDFP Update, pp iv

24 Figure 2-43: Ngqura MPT demand forecast and planned capacity 2-51 Figure 2-44: Ngqura SBM demand forecast and planned capacity 2-52 Figure 2-45: Ngqura liquid bulk demand forecast and planned capacity 2-53 Figure 2-46: Port of Ngqura current layout 2-54 Figure 2-47: Port of Ngqura short-term layout 2-55 Figure 2-48: Port of Ngqura medium-term layout 2-56 Figure 2-49: Port of Ngqura SBM location on medium-term layout 2-57 Figure 2-50: Port of Ngqura long-term layout 2-58 Figure 2-51: Port of Ngqura SBM location on long-term layout 2-59 Figure 2-52: Port Elizabeth gazetted port limits 2-60 Figure 2-53: Precincts and berth layout of the Port of Port Elizabeth 2-61 Figure 2-54: Port Elizabeth container demand forecast and planned capacity 2-64 Figure 2-55: Port Elizabeth manganese demand forecast and planned capacity 2-65 Figure 2-56: Port Elizabeth MPT demand forecast and planned capacity 2-66 Figure 2-57: Port Elizabeth automotive demand forecast and planned capacity 2-67 Figure 2-58: Port Elizabeth liquid bulk demand forecast and planned capacity 2-68 Figure 2-59: Port of Port Elizabeth current layout 2-69 Figure 2-60: Port of Port Elizabeth short-term layout 2-70 Figure 2-61: Port of Port Elizabeth medium-term layout 2-71 Figure 2-62: Port of Port Elizabeth long-term layout 2-72 Figure 2-63: Mossel Bay gazetted port limits 2-73 Figure 2-64: Precincts and berth layout of the Port of Mossel Bay 2-74 Figure 2-65: Location of CBM and SPM buoys in Mossel Bay 2-75 Figure 2-66: Mossel Bay liquid bulk demand forecast and planned capacity 2-77 Figure 2-67: Mossel Bay MPT demand forecast and planned capacity 2-78 Figure 2-68: Port of Mossel Bay current layout 2-79 Figure 2-69: Port of Mossel Bay short-term layout 2-80 Figure 2-70: Port of Mossel Bay medium-term layout 2-81 Figure 2-71: Port of Mossel Bay long-term layout 2-82 Figure 2-72: Cape Town gazetted port limits 2-83 Figure 2-73: Precincts and berth layout of the Port of Cape Town 2-84 Figure 2-74: Cape Town container demand forecast and planned capacity 2-87 Figure 2-75: Cape Town dry bulk demand forecast and planned capacity 2-88 Figure 2-76: Cape Town break bulk demand forecast and planned capacity 2-89 Figure 2-77: Cape Town liquid bulk demand forecast and planned capacity 2-90 Figure 2-78: Port of Cape Town current layout 2-91 Figure 2-79: Port of Cape Town short-term layout 2-92 Figure 2-80: Port of Cape Town medium-term layout 2-93 Figure 2-81: Port of Cape Town long-term layout 2-94 Figure 2-82: Saldanha Bay gazetted port limits 2-95 Figure 2-83: Precincts and berth layout of the Port of Saldanha Bay 2-96 Figure 2-84: Saldanha Bay iron ore demand forecast and planned capacity 2-98 Figure 2-85: Saldanha Bay liquid bulk demand forecast and planned capacity 2-99 Figure 2-86: Saldanha Bay MPT demand forecast and planned capacity Figure 2-87: Port of Saldanha Bay current layout Chapter 2 PDFP Update, pp v

25 Figure 2-88: Port of Saldanha Bay short-term layout Figure 2-89: Port of Saldanha Bay medium-term layout Figure 2-90: Port of Saldanha Bay long-term layout Figure 2-91: Port Nolloth gazetted port limits Figure 2-92: Layout of the Port of Port Nolloth Figure 2-93: Port of Port Nolloth current layout Figure 2-94: Long-term layout of the proposed Port of Boegoebaai (PRDW, 2015) Chapter 2 PDFP Update, pp vi

26 LIST OF TABLES Table 2-1: Current port activities Richards Bay 2-4 Table 2-2: Capacity per cargo type Port of Richards Bay 2-5 Table 2-3:Current port activities Durban 2-17 Table 2-4: Capacity per cargo type Port of Durban 2-18 Table 2-5: Current port activities East London 2-36 Table 2-6: Capacity per cargo type Port of East London 2-37 Table 2-7: Current port activities Ngqura 2-48 Table 2-8: Capacity per cargo type Port of Ngqura 2-49 Table 2-9: Current port activities Port Elizabeth 2-62 Table 2-10: Capacity per cargo type Port of Port Elizabeth 2-63 Table 2-11: Current port activities Mossel Bay 2-75 Table 2-12: Capacity per cargo type Port of Mossel Bay 2-76 Table 2-13: Current port activities Cape Town 2-85 Table 2-14: Capacity per cargo type Port of Cape Town 2-86 Table 2-15: Current port activities Saldanha Bay 2-97 Table 2-16: Capacity per cargo type Port of Saldanha Bay 2-98 Table 2-17: Current port activities Port Nolloth Chapter 2 PDFP Update, pp vii

27 2 PDFP UPDATE 2.1 Introduction This chapter provides the PDFP updates per port. For each port, a background, capacity analysis per cargo type and Port Development Framework Plans are provided. The background comprises the gazetted port limits, berths and precincts layout and a summary of the present port activities. The capacity analysis provides the current and projected demand and capacity per cargo type. Two forecasts were used for the projected demand, i.e. the TNPA demand forecast and the Transnet LTPF demand forecast. The TNPA forecasts are developed to be in line with client interaction and existing port activities. The TNPA forecast covers the short-term (10 years). The LTPF forecasts are determined from a macro-economic point of view and include predictions based on past growth. The LTPF forecast addresses the short to long-term (30 years). The PDFPs present the current, short-term, medium-term and long-term port layouts. The 2015 PDFPs are presented in Annexure A. Chapter 2, PDFP Update, pp 2-1

28 2.2 Port of Richards Bay Port Background The Port of Richards Bay serves the hinterlands of Northern KwaZulu-Natal, Gauteng and Mpumalanga. By tonnage, the port is the largest in South Africa, handling about 41% of South Africa s total cargo demand. Operations in the port focus mainly on four major activities, including coal exports, dry bulk, break bulk and liquid bulk. Other services include bunkering, ship repairs and facilities for service and recreational craft. The 2010 gazetted port limits are presented in Figure 2-1. Figure 2-1: Richards Bay gazetted port limits The layout of the port, indicating the precincts and berth layout, is presented Figure 2-2. Chapter 2, PDFP Update, pp 2-2

29 Figure 2-2: Precincts and berth layout of the Port of Richards Bay The port has three precincts, namely, South Dunes, Bayvue and Newark. The South Dunes precinct accommodates the coal terminal and two liquid bulk terminals. Other dry bulk and multi-purpose operations are accommodated in the Bayvue precinct, while the small craft harbour and the repair quay are in the Newark precinct. A summary of the current port activities is presented in Table 2-1. Chapter 2, PDFP Update, pp 2-3

30 Table 2-1: Current port activities Richards Bay Category Type of operation Description Freight traffic Maritime services Containers Break bulk Dry bulk Liquid bulk Fishing industry Ship repair Harbour services Passenger terminal Deepsea imports and exports. Export of pig iron and base metals. Export of coal, wood chips and petroleum coke. Import of alumina, petroleum coke, sulphur etc. Import of fuel and import and export of chemicals. Support for fishing vessels. Ad hoc repair works. Related to port operations and cargo handling. Passenger vessels are accommodated at the ship repair quay or at berths in the Bayvue precinct Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of Richards Bay for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. Capacity analysis is provided for the main cargo categories, notably containers, dry bulk, break bulk, liquid bulk and coal Current capacities The current capacities per cargo type for the Port of Richards Bay are presented in Table 2-2. Chapter 2, PDFP Update, pp 2-4

31 Cargo Type Berth Table 2-2: Capacity per cargo type Port of Richards Bay Number Actual Volume of Berths 2015/2016 Installed Capacity Theoretical Berth Capacity Latent Capacity 301, 302, Coal 303, 304, 305,306, Tonnes Liquid bulk 208, Kilolitres 606, 607, Containers* 608, 706, 707, TEUs 609, 701, Dry bulk 702, 703, 704, 705, 801, Tonnes 606, 607, Break bulk 608, 706, 707, Tonnes *Containers are handled at the Break Bulk / MPT berths. Unit Coal The coal terminal has six deep-water berths (-18.9 mcd) which can accommodate Cape Size vessels. The installed capacity (91 MTPA) is lower than the theoretical berth capacity (110 MTPA) due to storage and railway capacity constraints. The capacity currently exceeds the demand. The projected coal demand and capacity is presented in Figure 2-3. Chapter 2, PDFP Update, pp 2-5

32 Million Tonnes NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-3: Richards Bay coal demand forecast and planned capacity The demand forecast indicates that the installed capacity will be exceeded by Improvements to the railway line are planned over the short and medium-term to increase the installed capacity. Further study may also be required to improve storage capacity constraints. The current available berth capacity is sufficient over the assessed period Liquid bulk There are currently two liquid bulk berths at the Port of Richards Bay, with a combined capacity of 3 million kl per annum. Commodities handled at the Liquid Bulk facility include refined fuels and chemicals. The projected liquid bulk demand and capacity is presented in Figure 2-4. Chapter 2, PDFP Update, pp 2-6

33 Million Kilolitres NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-4: Richards Bay liquid bulk demand forecast and planned capacity Demand forecasts indicate that capacity will need to be increased within the short-term. The Berth 207 site has been reserved for a new LNG berth in the short-term. In the short-term a Floating Storage and Regasification Unit (FSRU) will be permanently moored at Berth 207. The new berth is thus not available for liquid bulk transfer. It is recommended that the currently available liquid bulk berths 208 and 209 be used in the short-term. This will be possible as the new demand is mainly for a single product and the berths may be able to transfer the additional product more efficiently. In the medium-term a new LNG terminal would be required in the dig-out basin, while Berth 207 would be used for liquid bulk Containers The Port of Richards Bay handles containers at the MPT. The current theoretical berth capacity and installed capacity is TEUs. The projected container demand and capacity is presented in Figure 2-5. Chapter 2, PDFP Update, pp 2-7

34 Million TEUs NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-5: Richard Bay container demand forecast and planned capacity The demand forecasts show that the current infrastructure is sufficient over the assessed period Dry bulk There are currently 7 dry bulk berths at the dry bulk terminal. The berths handle coal, sulphur, petroleum coke, salt, chrome ore, titanium slag, woodchips and other ore imports. The current theoretical berth capacity and installed capacity is 21 MTPA. The projected dry bulk demand and capacity is presented in Figure 2-6. Chapter 2, PDFP Update, pp 2-8

35 Million Tonnes NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-6: Richards Bay dry bulk (excluding coal) demand forecast and planned capacity In the short-term the capacity is sufficient to accommodate the LTPF demand, although the capacity is slightly lower than the TNPA demand. There may thus be capacity constraints in the short-term and planned expansion projects should be prioritised. In 2018 the capacity is expected to increase by approximately 15 MTPA due to the conversion of Berth 702 from an import berth to an export berth. By 2023 the capacity will increase by 14 MTPA due to the construction of Berth 802 and Berth 803 at the finger jetty. The projected capital expenditure in 2015 only budgeted for this in for 2045 and it will need to be brought forward Break bulk There are currently 6 MPT berths in the Bayvue precinct. Although there is limited container demand at the break bulk terminal, it does not significantly affect the break bulk operations. The current theoretical berth capacity and installed capacity is 8.25 MTPA. Chapter 2, PDFP Update, pp 2-9

36 Million Tonnes NATI ONAL PORTS PLAN The projected break bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-7: Richards Bay break bulk demand forecast and planned capacity The current break bulk capacity is sufficient until In 2040, two new berths will be required. The back-of-quay terminal space will also need to be extended Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information included all updates to October Chapter 2, PDFP Update, pp 2-10

37 Current layout The current layout of the Port of Richards Bay is presented in Figure 2-8. Figure 2-8: Port of Richards Bay current layout Chapter 2, PDFP Update, pp 2-11

38 Short-term layout The short-term layout of the Port of Richards Bay is presented in Figure 2-9. Figure 2-9: Port of Richards Bay short-term layout Chapter 2, PDFP Update, pp 2-12

39 Medium-term layout The medium-term layout of the Port of Richards Bay is presented in Figure Figure 2-10: Port of Richards Bay medium-term layout Chapter 2, PDFP Update, pp 2-13

40 Long-term layout The long-term layout of the Port of Richards Bay is shown in Figure Figure 2-11: Port of Richards Bay long-term layout Chapter 2, PDFP Update, pp 2-14

41 2.3 Port of Durban Port Background The Port of Durban serves KwaZulu-Natal, the Gauteng region and a large portion of the Southern African hinterland. The Port of Durban currently handles containers, dry bulk, liquid bulk, automotive and break bulk cargo. The Port of Durban handles approximately 60% of South Africa s container traffic. The port accommodates facilities for the local fishing industry, ship-repair industries, visiting cruise liner vessels and recreational boating. The Port of Durban is bounded by the city centre to the North, residential areas to the West and East, and industrial land to the South. The development of the Durban Dig-Out Port (DDOP) at the old airport site (11 km south of the existing port) is required for future expansion. The 2010 gazetted port limits are presented in Figure Figure 2-12: Durban gazetted port limits Chapter 2, PDFP Update, pp 2-15

42 The layout of the port, indicating the precincts and berth layout, is presented in Figure Figure 2-13: Precincts and berth layout of the Port of Durban A summary of the current port activities is presented in Table 2-3. Chapter 2, PDFP Update, pp 2-16

43 Table 2-3:Current port activities Durban Category Type of operation Description Freight traffic Maritime services Containers Break bulk Dry bulk Liquid bulk Automotive Fishing Maritime engineering Harbour services Maritime commercial Bunker services Imports, exports and transhipment of containers. Import of rice and steel products and export of citrus fruit, granite and paper products. Import of wheat and agricultural products and export of maize, manganese ore and wood chips. Crude oil is mainly imported via the Durban SBM, while refined liquid bulk products, chemicals and edible oils are imported via Island View. Refined liquid bulk is exported coastwise from Island View. Import and export of automotive vehicles. Fishing trawlers are accommodated at the fishing jetty north of Maydon Wharf. The Fish Wharf is currently only used for commercial logistics. Ship repair facilities include a graving dock and three floating docks. Related to port operations and cargo handling. Visiting cruise liners are accommodated at Berth N at the T-Jetty. There are three marinas in the Port of Durban. The marinas accommodate yacht clubs and restaurants. Recreational activities include canoeing, fishing and bird watching at the Bayhead natural heritage site. The port offers bunkering services. Improvements to the throughput capacity of the existing precincts in the Port of Durban have been a priority in recent years. These projects include deepening of the north quay and infilling at Pier 1, berth reconstruction, berth deepening and construction of a new passenger terminal. Medium to long-term expansion is planned at the Durban Dig-Out Port. A more comprehensive list of the planned projects is provided in the project implementation plan per port (Chapter Error! Reference source not f ound.) Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of Durban for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. The capacity analysis is provided for the main cargo categories, notably containers, dry bulk, liquid bulk, automotive and break bulk. Chapter 2, PDFP Update, pp 2-17

44 Current capacities The current capacities per cargo type for the Port of Durban are presented in Table 2-4. Cargo Type Berth Table 2-4: Capacity per cargo type Port of Durban Number Actual Volume of Berths 2015/2016 Installed Capacity Theoretical Berth Capacity Latent Capacity 105/106, Containers 107, 108/109, 200/201, 202,203, 204, 205, TEUs Bluff 1, 2, 3, Dry bulk IV 3, MW 1, MW 2, MW 5, MW 6, MW 8, MW 10 MW 11, MW 13, MW Tonnes IV 1, IV 2, IV 4, Liquid bulk IV 5, IV 6, IV 7, IV 8, IV Kilolitres SBM import SBM Kilolitres Automotive G, M, Q/R CBU s B, C, D, E, O, Break bulk P, MW 3, 4, 7, 9, 12, Tonnes Unit Containers The Port of Durban has 8 dedicated container berths at the container terminals. The container terminals include Pier 1 and Pier 2. Containers are also handled at the MPT berths at Maydon Wharf and Point. The current theoretical berth capacity and installed capacity is 3.4 MTEU/a and comprise the following: Berth capacity at Pier 2 is 2.4 MTEU/a; Berth capacity at Pier 1 is 0.7 MTEU/a; Berth capacity at Point is 0.2 MTEU/a; and Berth capacity at Maydon Wharf is 0.1 MTEU/a. Chapter 2, PDFP Update, pp 2-18

45 Million TEUs NATI ONAL PORTS PLAN The projected container demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-14: Durban container demand forecast and planned capacity In 2017 the container berth capacity is predicted to drop from 3.4 MTEU/a to 3.0 MTEU/a due to the berth deepening project. During this time the container demand will exceed container terminal capacity. By 2023, container berth capacity is anticipated to increase to 3.9 MTEU/a. This increase is based on the expected completion of the berth deepening and lengthening project. In 2027 the container berth capacity increases to 5.2 MTEU/a due to an additional capacity of 1.3 MTEU/a becoming available at Pier 1. This increase is due to the expected completion of the first phase of Salisbury Island Infill project, which adds 3 new berths. In 2028 the container berth capacity increases to 5.6 MTEU/a due to an additional capacity of 0.4 MTEU/a becoming available. This increase occurs due to the expected completion of the second phase of Pier 1 Phase 2 Salisbury Island Infill project. Chapter 2, PDFP Update, pp 2-19

46 Million Tonnes NATI ONAL PORTS PLAN The Durban Dig-Out Port Phase 1 is expected to be completed by The project should provide an additional 2.4 MTEU/a of capacity, increasing the total container capacity to 8.0 MTEU/a. By 2046, Phase 2 of the first phase of proposed Dig-Out Port will be completed. This will increase the total berth capacity by an additional 2.4 MTEU/a. Hence, the total capacity (of the two combined ports) will be 10.4 MTEU/a Dry bulk At present there are 12 dry bulk berths at the Port of Durban. These include 3 berths at the Bluff, Berth 3 at Island View and 8 berths at Maydon Wharf. The current theoretical and installed capacity of these berths is 11 MTPA. The projected dry bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-15: Durban dry bulk demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-20

47 Million Kilolitres NATI ONAL PORTS PLAN In 2017 the dry bulk capacity will be increased by converting Berth 1 at Maydon Wharf from a dedicated fishing berth to a multiple user berth. This will increase the berth capacity to 12 MTPA. Berth reconstruction at Maydon Wharf (Berths 5-11 and 15) will reduce capacity during 2021 to 11 MTPA. In 2022 construction at Maydon Wharf will be completed. Two MPT berths will be reassigned to Dry Bulk. With a total of 13 berths available, the dry bulk berth capacity will increase to 13.2 MTPA. In 2025 the berth capacity increases to 14.3 MTPA due to the reconstruction of the Bluff berths. The demand forecast is expected to grow slowly and planned berth conversion and reconstruction projects are expected to provide sufficient capacity over the assessed period Liquid bulk Eight liquid bulk berths are presently available at Island View, including Berth 1, Berth 2 and Berths 4 to 9. Berth 10 is the bunker berth, which falls under Liquid Bulk, but does not contribute to the throughput. The current theoretical and installed capacity is 21 million kl per annum. The projected liquid bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-16: Durban liquid bulk demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-21

48 Million Kilolitres NATI ONAL PORTS PLAN The theoretical berth capacity is planned to remain constant over the short to long-term, apart from a temporary reduction in theoretical berth capacity between 2016 and During this time the Island View berths 1 and 4 will be reconstructed. The demand forecast indicates that the existing infrastructure is sufficient over the assessed period SBM import A single buoy mooring (SBM) is located south of the Port of Durban, close to the Durban Dig-Out Port site. The theoretical capacity, and installed capacity, of the SBM is 24 million kl per annum, based on the pipeline flow rates. The projected demand and capacity for the SBM is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-17: Durban SBM import demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-22

49 Million Completely Built Units NATI ONAL PORTS PLAN The available capacity of the SBM is more than the forecast demand over the assessed period, and no capacity upgrades are planned Automotive There are currently three automotive berths available in the Port of Durban, with a combined theoretical berth capacity of 0.9 MCBUs. The installed capacity (0.79 MCBUs) is lower than the theoretical berth capacity, due to a limited number of parking bays. The projected automotive demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-18: Durban automotive demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-23

50 Million Tonnes NATI ONAL PORTS PLAN There is sufficient berth capacity in the short-term. It is expected that the installed capacity will be exceeded by 2028 due to a limited number of parking bays. Further studies will be required to find a suitable solution to this expected capacity constraint. By 2032 the berth capacity will be increased, by converting lay-by Berth F at Point to an automotive berth. In 2041 the berth capacity will need to be increased again by the addition of a new berth. Due to spatial constraints in the Port of Durban, this berth will be constructed at the proposed DDOP Break bulk There are currently 12 MPT berths available at the Port of Durban, including 6 berths at Maydon Wharf, two berths at the T Jetty and four berths at the Point. The Maydon Wharf and Point MPT berths are used for both break bulk and containers. The theoretical and installed capacity of the break bulk berths is currently about 2.9 MTPA. This number is reduced due to berth reconstruction currently in progress at Maydon Wharf. The projected break bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-19: Durban break bulk demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-24

51 The break bulk berth capacity is expected to increase between 2017 and 2018 up to 4.0 MTPA due to the completion of the Maydon Wharf berth reconstruction. It is projected that around 2021 to 2022 the break bulk berth capacity is expected to decrease to about 3.6 MTPA due to the Maydon Wharf berth deepening project. The break bulk berth capacity is expected to recover to 4.0 MTPA due to the completion of the Maydon Wharf berth deepening project and three MPT container berths becoming available for break bulk use. Chapter 2, PDFP Update, pp 2-25

52 2.3.3 Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information included all updates up to October Current layout The current layout of the Port of Durban is presented in Figure Figure 2-20: Port of Durban current layout Construction of the proposed DDOP is planned to take place at the old Durban international airport site. This proposed port is intended to provide capacity to the Eastern region of the country when the Port of Durban runs out of port infrastructure capacity. The proposed DDOP layout is presented in Figure Chapter 2, PDFP Update, pp 2-26

53 Figure 2-21: DDOP current layout Chapter 2, PDFP Update, pp 2-27

54 Short-term layout The short-term layout of the Port of Durban is presented in Figure Figure 2-22: Port of Durban short-term layout Chapter 2, PDFP Update, pp 2-28

55 The short-term layout of the Durban Dig-Out Port is presented in Figure Figure 2-23: DDOP short-term layout Chapter 2, PDFP Update, pp 2-29

56 Medium-term layout The medium-term layout of the Port of Durban is presented in Figure Figure 2-24: Port of Durban medium-term layout Chapter 2, PDFP Update, pp 2-30

57 The medium-term layout of the Dig Out Port is presented in Figure Figure 2-25: DDOP medium-term layout Chapter 2, PDFP Update, pp 2-31

58 Long-term layout The long-term layout of the Port of Durban is presented in Figure Figure 2-26: Port of Durban long-term layout Chapter 2, PDFP Update, pp 2-32

59 The long-term layout of the Durban Dig-Out Port is presented in Figure Figure 2-27: DDOP long-term layout Chapter 2, PDFP Update, pp 2-33

60 2.4 Port of East London Port Background The Port of East London handles primarily automotive, industrial and agricultural cargoes. The hinterland is the Eastern Cape interior. The port is situated at the mouth of the Buffalo River. The port s width and depth are restricted by the steep riverbanks and a rocky river bed. The 2010 gazetted port limits are presented in Figure Figure 2-28: East London gazetted port limits Chapter 2, PDFP Update, pp 2-34

61 The layout of the port, indicating the precincts and berth layout, is presented in Figure Figure 2-29: Precincts and berth layout of the Port of East London Containers and break bulk cargoes are handled on the east bank, while dry bulk, break bulk and vehicles are handled on the west bank of the river. A summary of the current port activities is presented in Table 2-5. Chapter 2, PDFP Update, pp 2-35

62 Table 2-5: Current port activities East London Category Type of operation Description Freight traffic Other services Containers Break bulk Dry bulk Liquid bulk Automotive Fishing Maritime engineering Harbour services Maritime commercial Import of loaded containers and export of empties. Export of steel and livestock and import of cement and clinker. Import and export of grain. Coastwise import of petroleum products. Import and export of vehicles. Privately operated. Repair of support vessels and tugs are undertaken at the graving dock and repair quay. Related to port operations and cargo handling. Cruise vessels are usually accommodated on the Eastern side of the river. Bunker services Fuel oil and marine gas oil. The ongoing development of the Port of Ngqura limits the growth potential for the Port of East London, the port is however planning expansion of the automotive terminal, maritime engineering and maritime commercial activities in the medium to long-term Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of East London for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. The capacity analysis is provided for the main cargo categories, notably dry bulk, containers, break bulk, automotive and liquid bulk Current capacities The current capacities per cargo type for the Port of East London are presented in Table 2-6. Chapter 2, PDFP Update, pp 2-36

63 Million Tonnes NATI ONAL PORTS PLAN Table 2-6: Capacity per cargo type Port of East London Cargo Type Berth Number Actual Volume Installed Theoretical Latent of Berths 2015/2016 Capacity Berth Capacity Capacity Unit Containers* K, L TEUs Dry bulk S, T Tonnes Liquid bulk TB Kilolitres Break bulk G, I, K, L Tonnes Automotive N, R Units *Containers are handled at the Break Bulk / MPT berths Dry bulk Currently there are two dry bulk berths available, including the S and T berths. The theoretical berth capacity is 2 MTPA, while the installed capacity is about 1 MTPA. The projected dry bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-30: East London dry bulk demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-37

64 Million TEUs NATI ONAL PORTS PLAN The forecast demand is well below the required capacity over the long-term, and no capacity upgrades are planned over the assessed period Containers (MPT) There are currently four MPT berths at the Port of East London. Two of these berths are effectively available for container handling. The theoretical berth capacity is 0.2 MTEU/a, while the installed capacity is 0.1 MTEU/a. The projected container demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-31: East London container demand forecast and planned capacity The demand forecast indicates that the installed capacity will be exceeded between 2021 and Upgrades to the storage yard may be required at this time to alleviate the potential capacity constraint. The current berth capacity is sufficient over the assessed period. Chapter 2, PDFP Update, pp 2-38

65 Million Tonnes NATI ONAL PORTS PLAN Break bulk (MPT) There are currently four MPT berths at the Port of East London where break bulk can be handled. Two of these berths are effectively available for break bulk handling as containers are also handled at the MPT. The theoretical berth capacity and installed capacity is about 0.6 MTPA. The projected break bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-32: East London break bulk demand forecast and planned capacity The break bulk demand is shown to decrease over time due to more commodities becoming containerised. The currently available capacity is sufficient over the assessed period Automotive Two automotive berths are currently available at the Port of East London. The theoretical berth capacity is about 0.8 MCBUs while the installed capacity is about MCBUs due to land side constraints. Chapter 2, PDFP Update, pp 2-39

66 Million Completely Built Units NATI ONAL PORTS PLAN The projected automotive demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-33: East London automotive demand forecast and planned capacity The demand forecast shows that the installed capacity will be exceeded in the short-term. A project to reconfigure the terminal is underway for 1000 additional parking bays. The berth capacity is sufficient over the assessed period Liquid bulk One liquid berth is presently available at the Port of East London. The installed capacity and theoretical berth capacity is about 3 million kl per annum. The projected liquid bulk demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-40

67 Million Kilolitres NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-34: East London liquid bulk demand forecast and planned capacity The existing infrastructure is sufficient to meet the forecast liquid bulk demand over the assessed period. Chapter 2, PDFP Update, pp 2-41

68 2.4.3 Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information included all updates up to October Current layout The current layout of the Port of East London is presented in Figure Figure 2-35: Port of East London current layout Chapter 2, PDFP Update, pp 2-42

69 Short-term layout The short-term layout of the Port of East London is presented in Figure Figure 2-36: Port of East London short-term layout Chapter 2, PDFP Update, pp 2-43

70 Medium-term layout The medium-term layout of the Port of East London is presented in Figure Figure 2-37: Port of East London medium-term layout Chapter 2, PDFP Update, pp 2-44

71 Long-term layout The long-term layout of the Port of East London is presented in Figure Figure 2-38: Port of East London long-term layout Chapter 2, PDFP Update, pp 2-45

72 2.5 Port of Ngqura Port Background The Port of Ngqura is in the central region of South Africa and currently handles containers and general cargo. Manganese and liquid bulk handling is planned for the short-term. The hinterland for cargo is the Nelson Mandela Bay Metro, Coega IDZ and the Eastern Cape interior. Manganese ore exports originate from the Northern Cape. The Port of Ngqura is moving towards becoming the primary central port, while the Port of Port Elizabeth is transitioning to one providing complementary services to the Port of Ngqura. Within the short-term, rationalisation of port activities will see manganese exports and liquid bulk imports being moved from Port Elizabeth to the Port of Ngqura. The 2010 gazetted port limits are presented in Figure Figure 2-39: Ngqura gazetted port limits Chapter 2, PDFP Update, pp 2-46

73 The layout of the port, indicating the precincts and berth layout, is presented in Figure Figure 2-40: Precincts and berth layout of the Port of Ngqura The main precincts of the Port of Ngqura are currently the Container Terminal, the Dry Bulk Terminal, the Liquid Bulk Terminal and the salt works area. The Dry Bulk and Liquid Bulk terminals are not yet operational. In the future, there will be five precincts, comprising the Container Terminal, the Dry Bulk Terminal, MPT, Energy Precinct and the Marine Engineering Precinct. The admin craft basin is currently under construction at the root of the Eastern breakwater. A summary of the current port activities is presented in Table 2-7. Chapter 2, PDFP Update, pp 2-47

74 Table 2-7: Current port activities Ngqura Category Type of operation Description Freight traffic Other services Liquid bulk In detailed design phase. Operational by Containers Break bulk Dry bulk Maritime engineering Harbour services Maritime commercial Bunker services Container operations comprise deep-sea trade, transhipment and coastwise movement of empties. Break bulk berths are available. There is currently no break bulk demand other than occasional construction project cargo. Export of woodchips and import of cement and clinker is planned. Two dry bulk berths are available. Currently there is no dry bulk demand. Export of manganese is planned. The Dry Bulk Terminal is occasionally used for ship repairs. Related to port operations and cargo handling. There is a salt works within port boundaries. Bunker fuel is provided by tanker trucks and bunker barges. Currently the Port of Ngqura is primarily handling containers. Several projects are planned, including the development of a commercial logistics park, Liquefied Natural Gas (LNG) facilities and manganese export facilities Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of Ngqura for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. The capacity analysis is provided for the main cargo categories, notably containers, manganese, break bulk, a SBM facility and liquid bulk facilities Current capacities The current capacities per cargo type for the Port of Ngqura are presented in Table 2-8. Chapter 2, PDFP Update, pp 2-48

75 Million TEUs NATI ONAL PORTS PLAN Table 2-8: Capacity per cargo type Port of Ngqura Cargo Type Containers MPT Berth Number Actual Volume of Berths 2015/2016 Installed Capacity Theoretical Berth Capacity Latent Capacity D100 D101 D102 D TEUs B100 C Tonnes C101 Unit Containers The Port of Ngqura has four container berths. The current installed and theoretical berth capacity is 1.5 MTEU/a and 2.0 MTEU/a respectively. Although the installed capacity is currently limiting, it remains higher than the current demand. The projected container demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-41: Ngqura container demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-49

76 Million Tonnes NATI ONAL PORTS PLAN It is expected that the current installed capacity will be exceeded in the medium-term. An upgrade to the equipment should be considered at that time to increase the installed capacity. The theoretical berth capacity is sufficient over the assessed period Manganese The Port of Ngqura currently has two dry bulk berths. The theoretical berth capacity will be 22 MTPA when the berths are commissioned in The projected manganese demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-42: Ngqura manganese demand forecast and planned capacity The demand forecast shows that there is sufficient berth capacity over the assessed period. Chapter 2, PDFP Update, pp 2-50

77 Million Tonnes NATI ONAL PORTS PLAN MPT The Port of Ngqura currently has one MPT berth, Berth B100, while berths C100 and C101 are used for MPT on an ad hoc basis. The current installed and theoretical berth capacity is 2.75 MTPA. The projected MPT demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-43: Ngqura MPT demand forecast and planned capacity In the short to medium-term Berth B100 is configured for liquid bulk. During this time there is thus no MPT capacity at B100, although break bulk can be handled ad hoc at berths C100 and C101. By 2026 the MPT capacity will increase after berth B100 is changed back to MPT, and new Berth B101 becomes available. Liquid bulk will be relocated to a new berth. Chapter 2, PDFP Update, pp 2-51

78 Million Kilolitres NATI ONAL PORTS PLAN SBM A new SBM is planned for the port of Ngqura as part of the proposed refinery project. The projected SBM demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-44: Ngqura SBM demand forecast and planned capacity The demand forecast shows that there is sufficient berth capacity over the assessed period. Chapter 2, PDFP Update, pp 2-52

79 Million Kilolitres NATI ONAL PORTS PLAN Liquid bulk New liquid bulk facilities are planned for the port of Ngqura. The projected liquid bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-45: Ngqura liquid bulk demand forecast and planned capacity Berth B100 will be reconfigured to temporarily handle liquid bulk in the short-term (2019). Two new liquid bulk berths (A100 and A101) will be constructed in the medium-term. Chapter 2, PDFP Update, pp 2-53

80 2.5.3 Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information included all updates up to October Current layout The current layout of the Port of Ngqura is presented in Figure Figure 2-46: Port of Ngqura current layout Chapter 2, PDFP Update, pp 2-54

81 Short-term layout The short-term layout of the Port of Ngqura is presented in Figure Figure 2-47: Port of Ngqura short-term layout Chapter 2, PDFP Update, pp 2-55

82 Medium-term layout The medium-term layout of the Port of Ngqura is presented in Figure 2-48 and Figure Figure 2-48: Port of Ngqura medium-term layout Chapter 2, PDFP Update, pp 2-56

83 Figure 2-49: Port of Ngqura SBM location on medium-term layout Chapter 2, PDFP Update, pp 2-57

84 Long-term layout The long-term layout of the Port of Ngqura is presented in Figure 2-50 and Figure Figure 2-50: Port of Ngqura long-term layout Chapter 2, PDFP Update, pp 2-58

85 Figure 2-51: Port of Ngqura SBM location on long-term layout Chapter 2, PDFP Update, pp 2-59

86 2.6 Port of Port Elizabeth Port Background The Port of Port Elizabeth is located in the central region of South Africa and currently handles containers, manganese ore, liquid bulk, automotive vehicles and general cargo. The hinterland for containers, automotive cargo, petroleum and agricultural products is primarily the Nelson Mandela Bay Metro and the Eastern Cape interior. Manganese ore exports originate from the Northern Cape. With the Port of Ngqura now in operation, the role of Port Elizabeth is transitioning from being the primary central port to one providing complementary services to Ngqura. Within the short-term, rationalisation of port activities will see manganese exports and liquid bulk imports being moved to the Port of Ngqura. The port accommodates facilities for the local fishing industry, ship-repair industries, recreational boating and cruise liner vessels. The 2010 gazetted port limits are presented in Figure Figure 2-52: Port Elizabeth gazetted port limits Chapter 2, PDFP Update, pp 2-60

87 The layout of the port, indicating the precincts and berth layout, is presented in Figure Figure 2-53: Precincts and berth layout of the Port of Port Elizabeth The Charl Malan quay accommodates the container and automotive terminals. The container terminal handles cargo via berths 102 and 103, whilst the automotive terminal operates at berths 100 and 101. The MPT quay accommodates primarily break bulk and dry bulk cargos through berths 8 to 12. A secondary function of the MPT quay is to accommodate visiting cruise liners and fishing vessels. The fishing and ship-repair area includes two fishing jetties, two slipway lead-in jetties, 475 m of quay wall, two dry docking slipways and three boat ramps. The precinct includes a leisure-craft basin that occupies a large portion of the water area. The manganese and liquid bulk terminals are situated in the southern part of the port. The manganese terminal incorporates a range of material handling equipment, conveyors and ship-loaders. Manganese is exported via Berth 13, whilst liquid bulk is handled at Berth 15. A summary of the current port activities is presented in Table 2-9. Chapter 2, PDFP Update, pp 2-61

88 Table 2-9: Current port activities Port Elizabeth Category Type of operation Description Container operations comprise deepsea trade and transhipment. Containers Coastwise operations are minimal. The container demand has decreased since the construction of the Port of Ngqura. Freight traffic Other services Break bulk Manganese (Dry bulk) Dry bulk Liquid bulk Automotive Fishing Maritime engineering Harbour services Maritime commercial Bunker services Break bulk demand is driven by export of steel coils and citrus fruit and import of cement. Manganese ore is the main dry bulk export commodity and is handled at Berth 13. This commodity will be moving to the Port of Ngqura. Dry bulk is handled at the MPT terminal and includes wheat, maize and wood chips. Products include petroleum and petroleum gas imports (mostly coastwise). This operation will be moving to the Port of Ngqura. The port serves as an import and export facility for the automotive industry. Fishing is the largest non-freight activity in the port. The port serves resident trawlers and accommodates fish processing plants and aquaculture. Ship repair facilities cater primarily for repairs to the fishing trawlers. Planned upgrades will allow maintenance and repair of larger vessels. Related to port operations and cargo handling. Visiting cruise liners are presently accommodated at the MPT terminal. Vessels call at the port primarily for one-day city/safari excursions. Algoa Bay Yacht Club, angling and spearfishing clubs are accommodated in the port. Bunkering for fishing trawlers is provided at a dedicated quay and is operated by fishing companies. The port provides bunkers via a flexible hose and a fixed shore connection. Expansion for Maritime Commercial is planned adjacent to the port, whilst upgrades to the container terminal are planned for the medium term. Once the manganese and liquid bulk terminals are decommissioned, the automotive terminal is planned to be relocated to that precinct. Other plans include the development of port land for Maritime Commercial use. Chapter 2, PDFP Update, pp 2-62

89 2.6.2 Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of Port Elizabeth for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. The capacity analysis is provided for the main cargo categories, notably containers, manganese, break bulk / MPT, automotive and liquid bulk Current capacities The current capacities per cargo type for the Port of Port Elizabeth are presented in Table Cargo Type Berth Table 2-10: Capacity per cargo type Port of Port Elizabeth Number Actual Volume of Berths 2015/2016 Installed Capacity Theoretical Berth Capacity Latent Capacity Containers * TEUs Manganese 13/ Tonnes Liquid bulk Kilolitres Automotive Units 8 Break bulk Tonnes *A total of skiptainers were handled (Manganese). Unit Containers The Port of Port Elizabeth has two container berths. Due to depth constraints, the port is frequented by smaller or partially laden container ships. The current installed and theoretical berth capacity is 0.4 MTEU\a and 0.6 MTEU\a respectively. Although the installed capacity (storage) is currently the limiting capacity, it remains higher than the current demand. The projected container demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-63

90 Million TEUs NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-54: Port Elizabeth container demand forecast and planned capacity It is expected that the current installed capacity will be exceeded around To increase the capacity, an upgrade to the container stacking area and handling equipment could be considered. The container terminal requires an additional berth by 2040, this could occur after the automotive terminal is relocated Manganese At present, there is one manganese berth in Port Elizabeth. The current theoretical and installed capacity is 6 MTPA. In the short term the TNPA demand exceeds the capacity. The excess volumes are currently exported via Saldanha Bay. The projected manganese demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-64

91 Million Tonnes NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-55: Port Elizabeth manganese demand forecast and planned capacity Figure 2-55 indicates that this commodity is removed from the port by MPT Berths 8 to 12 are currently being used for MPT cargo. Berths 8 to 10 and 11 to 12 have a depth of 11 m and 10 m respectively, while berth 12 is limited to 7 m. Berths 10 through 12 are used as two berths due to the increase in vessel size. Dry bulk and break bulk cargo are handled at the MPT berths. The current installed and theoretical berth capacity is 1.6 MTPA. The projected MPT demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-65

92 Million Tonnes NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-56: Port Elizabeth MPT demand forecast and planned capacity Figure 2-56 indicates that the existing MPT terminal has sufficient capacity over the assessed period. Chapter 2, PDFP Update, pp 2-66

93 Million Completely Built Units NATI ONAL PORTS PLAN Automotive There is one automotive berth at the Port of Port Elizabeth. The current installed and theoretical berth capacity is 0.24 MCBUs and 0.41 MCBUs respectively. Although the installed capacity is currently lower than the theoretical berth capacity it remains higher than the current demand. The projected automotive demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-57: Port Elizabeth automotive demand forecast and planned capacity It is expected that the installed capacity will be exceeded by Further study will be required to address this capacity constraint after The current available berth capacity is sufficient until After 2040, additional berth capacity can be created by relocating the automotive terminal to the relocated manganese and liquid bulk storage sites. As part of the relocation, two new automotive berths will need to be constructed in the medium-term. Chapter 2, PDFP Update, pp 2-67

94 Million Kilolitres NATI ONAL PORTS PLAN Liquid bulk There is one liquid bulk berth at the Port of Port Elizabeth. The current installed and theoretical berth capacity is 3 million kl. The projected liquid bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-58: Port Elizabeth liquid bulk demand forecast and planned capacity Figure 2-58 indicates the Liquid Bulk Terminal being decommissioned by The demand will be taken up by the Port of Ngqura. Chapter 2, PDFP Update, pp 2-68

95 2.6.3 Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information includes all updates up to October Current layout The current layout of the Port of Port Elizabeth is presented in Figure Figure 2-59: Port of Port Elizabeth current layout Chapter 2, PDFP Update, pp 2-69

96 Short-term layout The short-term layout of the Port of Port Elizabeth is presented in Figure Figure 2-60: Port of Port Elizabeth short-term layout Chapter 2, PDFP Update, pp 2-70

97 Medium-term layout The medium-term layout of the Port of Port Elizabeth is presented in Figure Figure 2-61: Port of Port Elizabeth medium-term layout Chapter 2, PDFP Update, pp 2-71

98 Long-term layout The long-term layout of the Port of Port Elizabeth is presented in Figure Figure 2-62: Port of Port Elizabeth long-term layout Chapter 2, PDFP Update, pp 2-72

99 2.7 Port of Mossel Bay Port Background The Port of Mossel Bay handles general cargo in the port and liquid bulk at buoy moorings in the bay. The port accommodates fishing, maritime engineering and maritime commercial activities. The 2010 gazetted port limits are presented in Figure Figure 2-63: Mossel Bay gazetted port limits Chapter 2, PDFP Update, pp 2-73

100 The layout of the port, indicating the precincts and berth layout, is presented in Figure Figure 2-64: Precincts and berth layout of the Port of Mossel Bay There are three port precincts, Quay 4, the Vintcent Jetty and the Low-level Wharf. The Quay 4 precinct accommodates the Break Bulk / MPT terminal and includes facilities in use by the oil and gas industry. The Vintcent Jetty precinct accommodates part of the fishing industry at Quay 5, the shiprepair industry, a slipway, port tugboats and line handlers. The Low-level Wharf precinct accommodates part of the fishing industry at quays 1 to 3. The locations of the offshore moorings are shown in Figure Chapter 2, PDFP Update, pp 2-74

101 Figure 2-65: Location of CBM and SPM buoys in Mossel Bay A summary of the current port activities is presented in Table Table 2-11: Current port activities Mossel Bay Category Type of operation Description Freight traffic Other services Break bulk Liquid bulk Fishing Maritime engineering Harbour services Maritime commercial Bunker services Mainly coastwise import and export operations, mainly offshore supply and local fish industry. CBM and SPM operations, import of crude and export of fuels coastwise. The port serves resident trawlers and accommodates fish processing plants. There is a 200 t slipway facility, it caters primarily for repairs to fishing trawlers up to 30 m length. Related to port operations and cargo handling. Cruise vessels anchor in the bay and passengers are ferried to shore. The port accommodates a yacht club, restaurants, fish shops and recreational boating activities. Bunker fuel is provided by tanker trucks. Port expansion is planned on vacant Transnet land and in the CBD area adjacent to the port. Chapter 2, PDFP Update, pp 2-75

102 2.7.2 Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of Mossel Bay for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. The capacity analysis is provided for the main cargo categories, notably liquid bulk and MPT cargo Current capacities The current capacities per cargo type for the Port of Mossel Bay are presented in Table Cargo Type Berth Table 2-12: Capacity per cargo type Port of Mossel Bay Number Actual Volume of Berths 2015/2016 Installed Capacity Theoretical Berth Capacity Latent Capacity Liquid bulk SPM CBM Kilolitres MPT Quay Tonnes Unit Liquid bulk There are two offshore moorings in Mossel Bay, one CBM and one SPM. The current theoretical capacity and installed capacity for liquid bulk is 8 million kl. Chapter 2, PDFP Update, pp 2-76

103 Million Kilolitres NATI ONAL PORTS PLAN The projected liquid bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-66: Mossel Bay liquid bulk demand forecast and planned capacity The demand forecasts indicate that the existing infrastructure has sufficient capacity over the assessed period MPT Currently there is one break bulk quay at the MPT. The theoretical berth capacity and installed capacity of the MPT is 0.11 MTPA. The projected MPT demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-77

104 Million Tonnes NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-67: Mossel Bay MPT demand forecast and planned capacity The existing MPT terminal has sufficient capacity over the assessed period. Chapter 2, PDFP Update, pp 2-78

105 2.7.3 Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information includes all updates up to October Current layout The current layout of the Port of Mossel Bay is presented in Figure Figure 2-68: Port of Mossel Bay current layout Chapter 2, PDFP Update, pp 2-79

106 Short-term layout The short-term layout of the Port of Mossel Bay is presented in Figure Figure 2-69: Port of Mossel Bay short-term layout Chapter 2, PDFP Update, pp 2-80

107 Medium-term layout The medium-term layout of the Port of Mossel Bay is presented in Figure Figure 2-70: Port of Mossel Bay medium-term layout Chapter 2, PDFP Update, pp 2-81

108 Long-term layout The long-term layout of the Port of Mossel Bay is shown in Figure Figure 2-71: Port of Mossel Bay long-term layout Chapter 2, PDFP Update, pp 2-82

109 2.8 Port of Cape Town Port Background The Port of Cape Town is located in the Western region of South Africa and is currently handling containers, dry bulk, liquid bulk and general cargo. The Port of Cape Town provides imports for regional consumption and exports agricultural products originating from the Western and Northern Cape. The port provides ship repair services and accommodates local and foreign fishing industry, visiting cruise liners and recreational boating. The Victoria and Alfred (V&A) Waterfront development falls outside port limits, but complements the commercial port. The Port of Cape Town is expected to remain as the primary container and general cargo port for the Western Cape region, while the Port of Saldanha Bay will remain as the region s primary dry bulk and liquid bulk port. The 2010 gazetted port limits are presented in Figure Figure 2-72: Cape Town gazetted port limits Chapter 2, PDFP Update, pp 2-83

110 The layout of the port, indicating the precincts and berth layout, is presented in Figure Figure 2-73: Precincts and berth layout of the Port of Cape Town The port control building, maritime engineering activities (oil and gas support vessel refurbishment) and the Fresh-Produce Terminal are located along South Arm road. The MPT, fishing berths, maritime engineering facilities and a small craft basin are located to the South and East of the Duncan Dock. The Ben Schoeman Dock is bounded by the Container Terminal to the North, the Elliot basin to the South and multiple user berths to the East. The V&A Waterfront is a private mixed-use area adjacent to West of the port. It includes retail, offices, residential and recreational facilities. Jetty No 1 in the Victoria Basin, Robinson Dry Dock and the Syncrolift next to the Alfred Basin are leased by TNPA. Chapter 2, PDFP Update, pp 2-84

111 A summary of the current port activities is presented in Table Table 2-13: Current port activities Cape Town Freight traffic Other services Category Containers Break bulk Dry bulk Liquid bulk Fishing Maritime engineering Harbour services Maritime commercial Bunker services Type of operation Container operations comprise deepsea trade, transhipment and coastwise operations. Approximately one third of trade is empties. Transhipment of fish and export of fruit. Imports include steel, timber, sugar, pipes and agricultural general cargo. Import of wheat, maize and fertiliser. Import of petroleum and petroleum products comprise 80% of trade. Other trade includes chemicals, vegetable oils, molasses and coastwise export of petrol. Commercial fishing is accommodated along South Arm road in the V&A Waterfront and at Berth K inside the Duncan Dock. Cold storage facilities are located on the quay. Ship repair facilities include dedicated repair quays, dry docks and a Syncrolift. Ship repairs focus on fishing vessels and service vessels for the oil and diamond mining industries. Related to port operations and cargo handling. Visiting cruise liners are accommodated at the Duncan Dock, while cruise liner vessels less than 200 m in length are accommodated in the Victoria basin. Recreational boating is accommodated in the Royal Cape Yacht Club basin and the Elliot basin. A number of bunkering points are provided for supplying marine fuel oil, gas oils and blends. A bunker barge is available. Bunkers are supplied by Joint Bunkering Services, a joint venture between various petroleum companies. Expansion is planned for the Container Terminal; this will accommodate larger vessels and allow for an increase in annual throughput. Other future expansion includes the development of the back-of-port commercial logistics area at the Culemborg site Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of Cape Town for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. The capacity analysis is provided for the main cargo categories, notably containers, dry bulk, break bulk and liquid bulk. Chapter 2, PDFP Update, pp 2-85

112 Current capacities The current capacities per cargo type for the Port of Cape Town are presented in Table Cargo Type Berth Table 2-14: Capacity per cargo type Port of Cape Town Number Actual Volume of Berths 2015/2016 Installed Capacity Theoretical Berth Capacity Latent Capacity 600/601 Containers / TEUs Dry bulk* F, G, H, J, K Tonnes Eastern Mole No.2 Liquid bulk Tanker Basin No.1 Tanker Basin No Kilolitres Break bulk F, G, H, J, K Tonnes *Dry bulk is handled at the Break Bulk / MPT berths. Unit Containers There are currently four operational container berths in the Port of Cape Town. The current installed and theoretical berth capacity is approximately 1.1 MTEU and 1.5 MTEU respectively. The installed capacity is lower than the theoretical capacity due to storage area constraints. The projected container demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-86

113 Million TEUs NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-74: Cape Town container demand forecast and planned capacity It is expected that the current installed capacity will be exceeded between 2019 and To increase the capacity, an upgrade to the container stacking area and handling equipment could be considered. The Container Terminal requires additional berths by Dry bulk Dry bulk is currently handled at the MPT berths. The current installed and theoretical berth capacity is 2.1 MTPA. The projected dry bulk demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-87

114 Million Tonnes NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-75: Cape Town dry bulk demand forecast and planned capacity Both the LTPF and TNPA forecasts show that existing capacity will be sufficient up to Break bulk There are five MPT berths which handle break bulk at the Port of Cape Town. The current installed and theoretical berth capacity is 1.5 MTPA. The projected break bulk demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-88

115 Million Tonnes NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-76: Cape Town break bulk demand forecast and planned capacity Both the LTPF and TNPA demand forecasts show that the existing capacity will be sufficient until Liquid bulk Currently there are three liquid bulk berths available at the Port of Cape Town. The current installed and theoretical berth capacity is 3.4 million kl and 6.4 million kl respectively. The projected liquid bulk demand and capacity is presented in Figure Chapter 2, PDFP Update, pp 2-89

116 Million Kilolitres NATI ONAL PORTS PLAN Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-77: Cape Town liquid bulk demand forecast and planned capacity The demand is shown to exceed the installed capacity in the short-term. It is expected that liquid bulk Berth 1 will become operational soon to alleviate this potential capacity constraint. The LTPF demand and TNPA demand forecasts show that the existing theoretical berth capacity will be sufficient until Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information includes all updates up to October Chapter 2, PDFP Update, pp 2-90

117 Current layout The current layout of the Port of Cape Town is presented in Figure Figure 2-78: Port of Cape Town current layout Chapter 2, PDFP Update, pp 2-91

118 Short-term layout The short-term layout of the Port of Cape Town is presented in Figure Figure 2-79: Port of Cape Town short-term layout Chapter 2, PDFP Update, pp 2-92

119 Medium-term layout The medium-term layout for the Port of Cape Town is presented in Figure Figure 2-80: Port of Cape Town medium-term layout Chapter 2, PDFP Update, pp 2-93

120 Long-term layout The long-term layout for the Port of Cape Town is presented in Figure Figure 2-81: Port of Cape Town long-term layout Chapter 2, PDFP Update, pp 2-94

121 2.9 Port of Saldanha Bay Port Background The Port of Saldanha Bay is in the Western region of South Africa and currently handles dry bulk, liquid bulk and break bulk. The Port of Saldanha Bay is the primary dry bulk and liquid bulk port for the Northern and Western Cape. The port handles around 70 MTPA of which 86 % is the export of iron ore. Approximately 7 million kl of crude oil is imported on an annual basis. The 2010 gazetted port limits are presented in Figure Figure 2-82: Saldanha Bay gazetted port limits The layout of the port, indicating the precincts and berth layouts, is presented in Figure Chapter 2, PDFP Update, pp 2-95

122 Figure 2-83: Precincts and berth layout of the Port of Saldanha Bay The Dry Bulk and Liquid Bulk terminals are located on the jetty. The jetty can accommodate very large vessels with an advertised depth of -23 m CD. The Break Bulk Terminal and the general maintenance quay are located on the causeway which connects the jetty with land. The iron ore stockyard and the reclamation dam are located on the Big Bay coastline, while the Mossgas Quay is located on the Small Bay coastline. The small craft harbour and the port control tower are located adjacent to the breakwater. A summary of the current port activities is presented in Table Chapter 2, PDFP Update, pp 2-96

123 Table 2-15: Current port activities Saldanha Bay Category Type of operation Description Export of manganese, granite, metal and non-ferrous metal products. Break bulk Imports include iron and steel products. Coastwise trade of project cargo. Freight traffic Other services Dry bulk Liquid bulk Fishing Maritime engineering Harbour services Maritime commercial Bunker services The Dry Bulk Terminal is dedicated to the export of iron ore, originating mainly from the Northern Cape. Crude oil imports are destined for the Milnerton refinery and strategic reserves on the Big Bay coastline. Ad hoc imports of methane rich gas. Aquaculture (oysters and mussels) are accommodated inside the port. Fishing operations do not fall within port limits, but are based at the Sea Harvest quay and Government Jetty in Small Bay. The port accommodates semi-submersible and jack up rigs at the General Maintenance Quay (GMQ), MPT and the Mossgas quay on an ad hoc basis. Related to port operations and cargo handling. Maritime commercial activities do not fall within port limits, but comprise a small-craft marina and Yachtport SA. No bunkering facilities available in port. Establishment of the IDZ, the Operation Phakisa initiative and new LNG facilities are currently underway. Both the IDZ development and Phakisa projects will develop facilities for the maritime engineering industry Capacity Analysis Introduction This section addresses the projected demand and capacity requirements of the Port of Saldanha Bay for the period of 2016 to Berth upgrades are planned to ensure that sufficient berth capacity exists at all times. The capacity analysis is provided for the main cargo categories, notably iron ore, liquid bulk and the MPT Current capacities The current capacities per cargo type for the Port of Saldanha Bay are presented in Table Chapter 2, PDFP Update, pp 2-97

124 Million Tonnes NATI ONAL PORTS PLAN Cargo Type Berth Table 2-16: Capacity per cargo type Port of Saldanha Bay Number Actual Volume of Berths 2015/2016 Installed Capacity Theoretical Berth Capacity Latent Capacity Iron ore Tonnes Liquid bulk Kilolitres 201 MPT Tonnes Unit Iron ore There are currently two iron ore berths in the Port of Saldanha Bay. The current installed and theoretical berth capacity is approximately 60 MTPA. The projected iron ore demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-84: Saldanha Bay iron ore demand forecast and planned capacity Chapter 2, PDFP Update, pp 2-98

125 Million Kilolitres NATI ONAL PORTS PLAN The demand forecast indicates that the iron ore terminal is currently operating at capacity, and will continue to do so over the short to medium-term. The capacity will increase in the medium-term by constructing an additional berth and upgrading the corresponding equipment Liquid bulk There is currently one operational liquid bulk berth in the Port of Saldanha Bay. The current installed and theoretical berth capacity is approximately 25 million kl per annum. The projected liquid bulk demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-85: Saldanha Bay liquid bulk demand forecast and planned capacity The demand forecast indicates that the currently available capacity is sufficient over the assessed period. Chapter 2, PDFP Update, pp 2-99

126 Million Tonnes NATI ONAL PORTS PLAN Multi-purpose terminal There are currently four MPT berths in the Port of Saldanha Bay. Break bulk and dry bulk, including small volumes of iron ore, are handled at the MPT. The current installed and theoretical berth capacity is 8 MTPA. The projected MPT demand and capacity is presented in Figure Installed Capacity Theoretical Berth Capacity TNPA Demand Transnet LTPF Demand Figure 2-86: Saldanha Bay MPT demand forecast and planned capacity Over the short-term the Port of Saldanha Bay is exporting manganese via the MPT. The manganese exports are planned to be moved to the Port of Ngqura. The demand forecast indicates that the currently available infrastructure is sufficient over the assessed period. Chapter 2, PDFP Update, pp 2-100

127 2.9.3 Port Development Framework Plans Introduction This section provides the updated current (2016), short-term (2017 to 2022), medium-term (2023 to 2045) and long-term (beyond 2045) Port Development Framework Plans. The information includes all updates up to October Current layout The current layout of the Port of Saldanha Bay is presented in Figure Figure 2-87: Port of Saldanha Bay current layout Chapter 2, PDFP Update, pp 2-101

128 Short-term layout The short-term layout of the Port of Saldanha Bay is presented in Figure Figure 2-88: Port of Saldanha Bay short-term layout Chapter 2, PDFP Update, pp 2-102

129 Medium-term layout The medium-term layout of the Port of Saldanha Bay is presented in Figure Figure 2-89: Port of Saldanha Bay medium-term layout Chapter 2, PDFP Update, pp 2-103

130 Long-term layout The long-term layout of the Port of Saldanha Bay is presented in Figure Figure 2-90: Port of Saldanha Bay long-term layout Chapter 2, PDFP Update, pp 2-104

131 2.10 Port of Port Nolloth Port Background The Port of Port Nolloth is located in the North-Western region of South Africa. The commercial activities at the port are limited to the transfer of parts and supplies from to vessels carrying out offshore mining. The 2010 gazetted port limits are presented in Figure Figure 2-91: Port Nolloth gazetted port limits The layout of the Port of Port Nolloth is presented in Figure Chapter 2, PDFP Update, pp 2-105

132 Figure 2-92: Layout of the Port of Port Nolloth A summary of the current port activities is presented in Table Table 2-17: Current port activities Port Nolloth Category Type of operation Description Freight traffic Transport/Supply Supply vessels are stationed at the port. The main function is to transport supply provisions (e.g. food, steel and fuel) to offshore mining fleet and prospecting vessels. The main TNPA jetty is used for these operations. Other services Fishing Ship repair Harbour services Fishing activities are accommodated at the municipal and TNPA jetties in the Ovenstone Basin. Currently no ship repair facilities are available, apart from a disused slipway south of the main TNPA jetty. No harbour services are available, except for navigation aids. Chapter 2, PDFP Update, pp 2-106

133 The harbour is of strategic importance as it is the only port in the Northern Cape. No expansion is envisaged for the port. Ongoing structural repairs to the infrastructure are required to extend the life of the facilities. Recent repair work includes rehabilitation of structures, the fenders and a revetment. The regional government has indicated their intention to redevelop the municipal jetty at the fishing factory. The port s current infrastructure capacity is sufficient to meet the current cargo demand. It is expected that the current cargo demand will remain the same into the foreseeable future Port Development Framework Plans No development is planned for the foreseeable future and only a current layout is provided. The current layout of the Port of Port Nolloth is presented in Figure Figure 2-93: Port of Port Nolloth current layout Chapter 2, PDFP Update, pp 2-107

134 Proposed Port of Boegoebaai TNPA is investigating the opportunity for the development of a commercial port at Boegoebaai, approximately 60 km North of Port Nolloth and approximately 20 km South of Alexander Bay. A concept design has recently been completed for the proposed Port of Boegoebaai. A proposed long-term layout of the Port of Boegoebaai is presented in Figure Figure 2-94: Long-term layout of the proposed Port of Boegoebaai (PRDW, 2015) Chapter 2, PDFP Update, pp 2-108

135 3 REFERENCES PRDW. (2015). Boegoebaai Port Pre Feasibility Study FEL2: Phase 1. Prestedge Retief Dresner Wijnberg (Pty) Ltd. TNPA. (2015). National Ports Plan Update Cape Town: TNPA. TNPA. (2017, March 29). Approved CAPEX 2016_17_PRDW. Durban: TNPA. References, pp 3-1

136 ANNEXURE A PDFPS The 2015 PDFPs are provided in this annexure for comparison against the 2016 PDFPs. Annexure A, 2015 PDFPs, pp A-1

137 Richards Bay 2015 PDFPs Annexure A, 2015 PDFPs, pp A-2

138 Annexure A, 2015 PDFPs, pp A-3

139 Durban 2015 PDFPs Annexure A, 2015 PDFPs, pp A-4

140 Annexure A, 2015 PDFPs, pp A-5

141 Durban Dig-Out Port 2015 PDFPs Annexure A, 2015 PDFPs, pp A-6

142 Annexure A, 2015 PDFPs, pp A-7

143 East London 2015 PDFPs Annexure A, 2015 PDFPs, pp A-8

144 Annexure A, 2015 PDFPs, pp A-9

145 Ngqura 2015 PDFPs Annexure A, 2015 PDFPs, pp A-10

146 Annexure A, 2015 PDFPs, pp A-11

147 Port Elizabeth 2015 PDFPs Annexure A, 2015 PDFPs, pp A-12

148 Annexure A, 2015 PDFPs, pp A-13

149 Mossel Bay 2015 PDFPs Annexure A, 2015 PDFPs, pp A-14

150 Annexure A, 2015 PDFPs, pp A-15

151 Cape Town 2015 PDFPs Annexure A, 2015 PDFPs, pp A-16

152 Annexure A, 2015 PDFPs, pp A-17

153 Saldanha Bay 2015 PDFPs Annexure A, 2015 PDFPs, pp A-18

154 Annexure A, 2015 PDFPs, pp A-19

155 Port Nolloth 2015 PDFPs Annexure A, 2015 PDFPs, pp A-20

156 ANNEXURE B - SCENARIO ANALYSIS Annexure B, Scenario Analysis, pp B-1

157 Cape Town Three scenarios were assessed for the Port of Cape Town, to improve access for larger container vessels and to allow for a higher container handling capacity. The first scenario considered modifications to the Ben Schoeman dock. Scenario 1 is presented in Figure A1. Figure A1: Cape Town medium-term layout Scenario 1 In Scenario 1 the following adjustments were made relative to the short-term layout: The width of the container storage yard was increased by reclaiming land to the North-East. The length of the Container Terminal and quay wall was increased towards the North-West to allow for four very large container vessels. The entrance to the Ben Schoeman dock was widened to allow for entrance of very large container vessels. Secondary breakwaters at the entrance to the Ben Schoeman dock were removed, to allow for a large turning circle (800 m diameter). Annexure B, Scenario Analysis, pp B-2

158 The length of the primary breakwater was increased to compensate for the removal and shortening of the secondary breakwaters. The second scenario was based on a new basin to the North-East of the port. Scenario 2 is presented in Figure A2. Figure A2: Cape Town medium-term layout Scenario 2 In Scenario 2 the following adjustments were made relative to the short-term layout: Land was reclaimed to the North-East of the existing container storage yard to increase the storage capacity of the existing container berths, and to provide new container storage for the new basin. A new entrance channel was defined to allow navigation from the existing entrance channel to the new basin. A new breakwater was defined to the North-East of the port to prevent North-Westerly wind waves from entering the port. Annexure B, Scenario Analysis, pp B-3