JANUARY - MARCH 2021 / ISSUE 05
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JANUARY - MARCH 2021 / ISSUE 05
www.pacifictenders.com Published by Adkonect PNG PO Box 1954 Port Moresby, PNG www.adkonect.com.pg Founder Publisher Mr. Rodney Rupokets rodney@pacifictenders.com Business and Marketing Director Ms. Namoi Kaluae Editors Mr. Douglas Saefoa (Solomon Islands) Contributing Writers Mr. David Spring (Sydney, Australia) Mr. Jason Som Kaut (PNG) Jason Paisoi (PNG)
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CONTENTS 08
The Politics of Infrastructure
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Foundation works on track for futsal stadium
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Solomon Housing expands affordable housing project
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Hatanga constructs $17.8m CT scan facility
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TGB builds on reputable legacy of TGA
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Strata Scheme introduced in Solomon Islands
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Reliable road infrastructure key to PNG’s development
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DOWH Institutional reforms and strategic drivers
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CONNECT PNG: Economic Corridor Development concept
Advertising Enquiries
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contact@pacifictenders.com sorbie.valen@gmail.com www.pacifictenders.com S.I (+677 38229) PNG (+675 75971524) PNG (+675 75923057) EDITORIAL ENQUIRIES email: media@pacifictenders.com or PNG CONTACT In Country Marketing/Advertising Mr. Sorbie Pandiruo
COVER STORY
Distribution PT-Magazine is distributed via a Digital Copy accessed from the Pacifictenders. com Platform reaching all PT Subscriber Companies and Printed Copies Distributed to Government Agencies, Hotels, Retail and Hardware Supermarkets in Honiara & Port-Moresby. Relying on the support of our peers in the Construction and Infrastructure sectors to help this initiative grow.
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Snake oil, aka chemical road stabilisers
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SIRAP Procurement Opportunities Explained
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SIG and ADB concludes Land, Maritime Grant and Loan Project negotiations
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6-mile dump site transformed into an estate
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Roadworks to open up NCD to Central Province
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Arman Larmen Surveyors clears way for 9 Mile to Pau Road Works
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WOMEN IN ENGINEERING: Women Leaders in the Transport Sector
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Fairtrade Road Maintenance in Gizo
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Phoenix to transform old face of Gerehu Township
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Touching the untouched and reaching the unreached: DoW
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Hebou aims to maintain quality road amidst challenges
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Road maintenance to bolster quality cocoa production
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Department aims to construct, maintain quality transportation
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JANUARY - MARCH 2021 / ISSUE 05
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JANUARY - MARCH 2021 / ISSUE 05
the politics of infrastructure DAVID SPRING PT COLUMNIST Sydney, Australia
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hy is this section of road tar-sealed,” asks the graduate engineer on her first road trip to the provinces. “Because that’s where the former governor lives.” The answer is given without explanation, yet to the politically illiterate, it is a non-answer. It only makes sense in the context of the politics of infrastructure. Consider a proposed wharf to a small village, which carries a negative economic return, but is the residence of a former prime minister. Or the specified use of a particular quarry for road materials. Or a switch of location for a new international harbour. These examples may be plausibly deniable, but they are also (non-hypothetical) examples of how politics can influence the quality of infrastructure spending. In many ways, it is right that politicians work to influence infrastructure spending. After all, politicians (in the Pacific) are elected by the people, to represent them and to make decisions on their behalf. They are entrusted to procure and execute scarce public funds on everything from hospital supplies to major transport infrastructure, and will be judged by those same people at the next election, in part for their ability to do so. Sometimes the motivations of political grandstanding, regional rivalries and geopolitics will combine to also best serve the needs of the people. However, more likely, there will be a conflict between competing priorities. This is as true of the tar-sealed mayor’s road as it is for long-term sector-based infrastructure programs.
A (un)necessary evil
While most politicians have a professional career of sorts before entering politics, not many of them are engineers or economists. But those are exactly the sort of skill sets required in the decision-making
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for infrastructure spending. Add to that sociologists, educators and health representatives, and the mix of expertise in the room should deliver reliable, data-driven decisions, which balance the trade-offs between needs, quality, location, available land and cost. Countries in the Pacific have had a pendulum swing on whether national infrastructure is overtly influenced by politics or not. In Vanuatu there is the Department of Strategic Policy, Planning & Aid Coordination (DSPPAC) which sits within the Ministry of the Prime Minister. The Vanuatu Project Management Office was always set up as a delivery unit, not for policy development, but also sits under the
“
Infrastructure is funded primarily through aid money. Grants and loans from bilateral agencies and multilateral banks. It is not foreign direct investment, as the returns are not commercial. It is the purchase of political influence by foreign governments. The wisdom of that situation is the topic for another day. Rightly or wrongly, the Pacific has chosen this path for now.
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Prime Minister, not the Ministry of Infrastructure and Public Utilities (MIPU). Solomon Islands has the Ministry of National Planning and Aid Coordination (MNPAC), which is a ministry in its own right. It works with the Ministry of Infrastructure Development (MID), particularly since 2010 on managing and implementing the National Transport Plan (NTP). But there are plans to create a National Infrastructure Development Authority (NIDA) under the Office of Prime Minster and Cabinet, which will essentially scuttle the NTP
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
and attract the most competent staff from those ministries. But it need not be this way. In open, democratic societies, there is transparency and accountability for politicians and public servants who are involved in funding decisions. Parliamentary committees and reviews serve that purpose, and the findings are available to the public. This important democratic mechanism will operate whether competent people are making funding priority decisions or not. There are many trained and willing people up to the task and they should be attracted and encouraged to operate to their strengths. They may not always recommend the most politically expedient option, but the ‘selling of messages’ should be of secondary importance in the allocation of public funds.
Who’s driving the agenda
There are plenty of examples of national development plans that have not been fulfilled. The key to understanding this is not so much looking at the mechanisms or systems in place to plan and deliver infrastructure. The key to understanding it is in the names of the two cited ministries above – DSPPAC and MNPAC. The ‘AC’ stands for ‘aid co-ordination’. Infrastructure is funded primarily through aid money. Grants and loans from bilateral agencies and multilateral banks. It is not foreign direct investment, as the returns are not commercial. It is the purchase of political influence by foreign governments. The wisdom of that situation is the topic for another day. Rightly or wrongly, the Pacific has chosen this path for now. As long as everyone has their eyes open to this, it helps to make sense of some of the seemingly odd decisions about where to spend
on infrastructure. Some examples: • Spending loan money on maintenance programs • Doubling down on investments at an international port, when the economics have long pointed to a shift out of the CBD • Concreting steep roads at great expense that service only a handful of households • Engaging international firms to design, review and re-design simple rural roads The upside-down logic of this only makes sense when you understand the compromises between development bank KPIs and national government priorities.
Opportunities nonetheless
As happened in Vanuatu in the aftermath of 2015’s Tropical Cyclone Pam and the lead up to the mini-Pacific Games, Solomon Islands currently has numerous large infrastructure projects occurring simultaneously: SIRAP, LMCP, Pacific Games, Kukum highway, JICA-funded airport upgrade, NIDA delivering the National Transport Core. It would be pleasing to know that development outcomes were driving the infrastructure spending agenda, though it looks like these may be more inadvertent. Regardless, for those seeking employment, business and commercial opportunities, there is a lot of work to be planning and positioning for. A meeting with one of the “AC” ministries would be worthwhile. While the social ills are unwelcome, there are often local benefits to a large infrastructure projects, including local employment and improvement of facilities. Perhaps the mayor will get their sealed road after all! n
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Pacific Games 2023 UPDATES from the Sol 2023 National Hosting Authority
JANUARY - MARCH 2021 / ISSUE 05
PT Wijaya Karya Tbk (Wika) Project Manager for the MP Futsal Stadium Mr. Bassita Eigya (left) and NHA facilities Project Manager Ken Grossmith at the Futsal stadium site at Panatina.
Foundation works on track for futsal stadium By DOUGLAS SAEFOA Honiara, S.I
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he construction of the Multi-Purpose Futsal Stadium is off to a good start in 2021 following the arrival of contractors from Indonesian construction firm PT Wijaya Kara (WIKA) in November and the official ground breaking ceremony by Prime Minister Manasseh Sogavare on December 22 2020. According to the National Hosting
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Authority Secretariat Executive Director Christian Nieng design plans have been completed and approved and therefore PMU and Facilities Committee are currently overseeing the actual construction of the building by WIKA. Head of PMU within the Facilities Committee and NHA, Mr. Ken Grossmith said Tongs was contracted to fence the construction site, an area of around 5,800 square meters as previously revealed by WIKA Di-
rector Sugeng Rochadi last month. Complementing the Facilities Committee/Project Manager, Ken Grossmith, the NHA Secretariat Executive Director Sol2023 NHA Mr. Christian Nieng told Pacific Tenders Magazine that progress at the facilities sites are well on track. He said since the groundbreaking ceremony in December 2020 Wika engineers have already began excavation on the site. The facility is expected to house 4 futsal courts equipped with retractable seats with folding and unfolding mechanisms to flexibility as one venue for [hosting] futsal, basketball, as well as volleyball [matches] and all other indoor sports and activities. Also speaking to Pacific Tenders PT Wijaya Karya Tbk (Wika) Project Manager for the MP Futsal Stadium Mr. Bassita Eigya said the excavation is being done together with a specialist UXO team alongside to ensure safety of the work done. He said the project will include 2
Pacific Games 2023 UPDATES from the Sol 2023 National Hosting Authority
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
The fenced MP Futsal Stadium site at KGVI.
parts of building. The main hall (90x50m) and the supporting building (63x12m) which are constructed simultaneously. The first stage which has been done was the site preparation, consisting of fencing, site clearing and leveling, temporary office and project facilities. The project will then continue to substructure concrete works consisting of foundation, tie beam and pedestal column. The steel structure which will be procured abroad is now being fabricated and is expected to arrive here when the foundation works is finished. Once the steel structure is erected, then construction will continue to architectural finishing works, including the ACP, block works, roofing, ceramic, etc. The final stages of the works will include the Mechanical, Electrical and Plumbing works simultaneously with the paver blocks for road access.
NHA Chairman, Dr Rodgers, (second from right) speaking during a press conference.
Site Manager Eigya also noted that all the plans for each stages of construction are being progressively approved by HCC Planning Board and the Multi-Purpose complex is designed to be durable, low maintenance costs and according to Solomon Islands Building codes. “At the peak, we will need at least 30 persons for the job. WIKA will bring 10 Indonesian workers and combine with local workers as well. In the
meantime, there are 5 Indonesian workers on the site. The remaining is still waiting for the available flight. These workers are experienced and skilled in carpentry, rebar man and concreting. WIKA will bring some specialist team too for doing some specific works, in example for steel structure erection, aluminum composite panel installation, etc just for certain period of time,” said Eigya.
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Pacific Games 2023 UPDATES from the Sol 2023 National Hosting Authority
JANUARY - MARCH 2021 / ISSUE 05
Time Line of events leading up to 2021 Solomon Islands PM and Indonesian President met at the margins of APEC meeting in PNG and agreed on Indonesia’s funding of the multi-purpose futsal stadium.
2018
November
Indonesian Government Appointed WIKA to be the contractor. Indonesian Government sent Feasibility study team comprising of WIKA and ROI government Officials. NHA provided proposal for the multi-purpose futsal stadium to ROI and WIKA.
2019
February
At the margins of UNGA meeting, ROI and SIG agreed on the fund. ROI confirmed its agreement.
2019
September
The signing of the grant agreement for the construction of a multipurpose futsal stadium.
2019
December
WIKA sent in Project team and finalized project charter discussions with NHA.
2020
March
> Indonesian state-owned construction enterprise PT Wijaya Karya (WIKA) officially signed a multi-million-dollar contract to build a sports complex for the 2023 Pacific Games in the Solomon Islands. > The formalization of a contract financing grant worth USD$7.5 million was made by the Republic of Indonesia. > WIKA commenced mobilization. > Development Consent approved by Ministry of Environment. > Submission to HCC for building permit was sent to the Council.
2020
September
November 2020
> 10 Engineers representing WIKA arrive in Solomon Islands and present final design plan of the building. > Building permit approved.
December
Official Groundbreaking of the project site by PM Sogavare at Old SINU Panatina Field.
2020
January 2021
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Construction of fence completed. WIKA Office set up. Actual Construction work commenced.
REAL ESTATE / CONSTRUCTION
Solomon Housing expands Affordable Housing project
Solomon Housing Limited is continuing to expand its affordable housing project with an additional 23 housing units expected to be completed at Kombivatu area by September 2021.
By DOUGLAS SAEFOA Honiara, S.I
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olomon Housing General Manager Geoffrey Samuel in an Interview with PT Magazine said they are aware of the need for affordable housing in the Solomon Islands. They have since 2009 built and sold over 108 homes in Honiara and Western Province. These include areas like Kombivatu, Mbaranamba, Koloale, Tasahe B, and Noro in the Western Province and we are still looking out for more areas which we could also expand to. “Our vision is to provide and promote homeownership to improve the lives of all Solomon Islanders. Bringing about private sector-led development has not been easy though. Macro-economic structural adjustments continue to be undertaken but an institutional reorganization and nominal policy
and regulatory changes have not resulted in the level of actual ‘reform’ expected and required. The residual challenges facing the private sector investment and business activities have been lamented over the past 15 years at both national and regional levels,” said Samuel. Solomon Housing Limited’s new strategic approach under its strategic plan for (2018-2022) will drive its focus to increase the impact of its activities in leading and developing the housing industry. The Homes that SHL builds vary in size and cost depending on the location that it is being built. However, their goal when building a home is to ensure it is comfortable, durable, has basic amenities, has electricity and running water, is spacious, and most importantly it is affordable. “Ever since we started this project in 2009, we have been trying our best to keep costs down especially costs incurred from construction and fitting. However, just a few years back we have run out of our land stock and therefore we had to alternatively purchase land from sole owners at very high rates per square meter. As such Land cost has a huge impact and affected the selling prices of our newly finished homes. The lowest rate we can work
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The Solomon Housing estate at Kombivatu.
with (for a very low return rate is) the current SBD 499,000.00 per home,” Samuel explained. “This could however change very soon when we launch our new “Affordable Home Ownership Scheme Concept”. The aim of this “Home Ownership Scheme Concept” is to convert current rental entitlement for employees into a loan repayment scheme to enable them to own a home. Solomon Housing Limited is currently discussing with our Shareholder (Solomon Islands National Provident Fund) and the Solomon Islands Government’s (SIG) Ministry of Lands, Housing, and Survey about the financing and the management of this affordable homeownership scheme concept. We will be using the 23 newly built houses at Kombivatu to firm up this concept or as a “proof of concept” this year. We will roll out and expand this Home Ownership Scheme concept to SINPF members after successfully implementing the pilot program,” said Samuel. Solomon Housing Limited has since been focusing on expanding its affordable housing units with a new residential estate currently under construction which will see another 23 homes being built. Since December last year work started on the new properties which Capital Constructions was contracted to do earthworks at Kombivatu heights. Capital Construction Managing Director Mr. David Rupokets said his team was contracted to do earthworks which include excavation, transport, placement, and compaction of fill materials to construct earth structures. He said the foundation base of the construction site has been set and ready for another contractor to start construction. Since Capital Construction completed earthworks, Ropiko Construction Enterprise has already begun construction and we are certain the five (5)
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Construction workers on site at Kombivatu.
homes will be completed by April 2021 according to schedule. SHL Senior Technical Supervisor Steve Urariua said Ropiko Construction Enterprise has been contracted to build the first 5 properties whilst the remaining 18 properties will be put out on public tenders before a contractor is selected. The overall project is expected to be completed by September 2021 however GM Samuel revealed that 3 of the new houses currently being built have already been booked in advance by interested individuals. Another 2 individuals have already shown interest in the other two homes and are awaiting final confirmation of the final rates before they can make a purchase. The average cost per home built and sold by Solomon Housing Limited varies between SBD 500,000.00 to $600,000.00. n
REAL ESTATE / CONSTRUCTION
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Hatanga Construction team at the CT scan project site accompanied by their site Manager (centre) Edgar Pwao’o’. Below, two contractors installing the drop ceiling beam on the top floor of the building.
By DOUGLAS SAEFOA Honiara, S.I
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atanga Group has assured the government that the construction of the country’s first-ever CT Scan facility is on track and is set towards completion in March next month. The Sogovare led government in
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HATANGA CONSTRUCTS $17.8M CT SCAN FACILITY
2019 revealed it had earmarked SBD 17.8 million to design and build the complex to house the Computer Tomography (CT) scan machine. In a statement to Pacific Tenders Hatanga’s Manager for the CT Scan project, Matt White said the work and precision put into this
project over the past 13 months have been rewarding. “Hatanga is pleased to partner with MHMS to deliver such an important national project which will significantly improve with the delivery of health services in the Solomon Islands,” said White. Hatanga group won both the
INFRASTRUCTURE DEVELOPMENT / CONSTRUCTION
Design & Construction contracts and actual work began in late 2019. “Design phase included obtaining a client-approved concept plan and developing this into a detailed design for construction which involved inputs from the client, Hatanga and design team (architects, civil engineers, structural engineers, data/CCTV/electrical service engineers, mechanical service engineers, hydraulic service engineers, fire service engineers)” White explained. The construction phase was building the client-approved design. This included: demolition of some existing buildings, raising the ground level to mitigate future flooding issues and carry out works with minimal or no interruption to
the normal hospital operations The building is constructed with reinforced concrete foundations, reinforced concrete block walls, steel-framed internal stud walls, and a steel-framed roof with steel cladding. Most of the materials were procured locally, however, the particular room that will house the machine has been designed with the assistance of radiation specialists from Australia. This room is designed to contain radiation within its walls with the use of lead-lined walls, doors, and windows which had to be procured from Australia. Hatanga is also working in close collaboration with Siemens Healthineers (a Medical Technology Company) in Australia with logistical work moving the CT scan machine from Honiara Port
to NRH as well as the installation. A previous statement published in the Solomon Star Newspaper last year, by the Head of Medical Imaging Department at NRH Dr. Aaron Oritaimae said the CT scan project was recommended for implementation since 2012. But due to huge costs and lack of the Government’s commitment, it has never been implemented. The paper quoted Dr. Oritaemae saying that “lack of accurate assessment has resulted in patients been referred overseas for CT-scan imaging costing the Solomon Islands Government between SBD 20,000-00 to SBD 36,000-00, compared to SBD 970-00, if the service is done locally,” the report said. The facility is located near the radiology building at the National Referral Hospital. n
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JANUARY - MARCH 2021 / ISSUE 05
TGB builds on reputable legacy of TGA LEGACY: Tropic Group Builders (TGB) is a subsidiary of Tropic Glass and Aluminum (TGA) Company based in Honiara. TGB has been operating in the Solomon Islands for well over 10 years and is proud of its stunning reputation for its Quality finishes.
By DOUGLAS SAEFOA Honiara, S.I
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GB specializes in General building Constructions of both residential and commercial buildings. They also do Maintenance, Joinery, Commercial Office Fit-outs and Home- remodeling. Together with mother company TGA and sister real estate arm Tropic Apartments, they have been employing many Solomon Islanders over the years. Since branching out from mother company, TGB’s Managing Director Mr. Ricky Fuoo says his inspiration and enthusiasm to work in construction was inspired by his father. The Young MD is a perfect fit as he grew up learning in the Solomon Islands from his father Justin Fuoo, a successful businessman and contractor who specialized in aluminum and glass joinery.
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Mr. Fuoo grew up in the Solomon Islands and later moved to Australia where he completed his University studies graduating with a Business Law degree at Bond University Queensland. Whilst university gave Mr. Fuoo a formal education, it is without a doubt that the greater education and influence of his career choice came from his upbringing in a household growing up around his father’s tradesmen, tools, and machinery. Mr. Justin Fuoo who built Tropic Glass and Aluminum from the ground up with the vision of delivering only the best in quality and service to his clients, whilst empowering and building the capacity of local Solomon Islanders has inspired his son Ricky to continue on with his legacy in becoming one of the best builders in the construction industry. In an interview with Pacific Tenders Magazine, Mr. Ricky Fuoo said that
out of the many things, his father was the one thing he gained from the most was in terms of experience. This is by watching his father, a poor boy from the highlands of Malaita build a business from scratch and with dedication and commitment not only to perfecting his trade but also ensuring the growth of all his employees and the delivery of quality goods and service for Solomon Islanders. “Since the inception of the TGB, we intended to start a building and construction arm to complement our aluminum and glass company, a vision that my old man had ever since he started his company,” said Mr. Fuo. “When the time comes when my father finally decides to retire, he will leave behind huge shoes for us to fill, and honesty I am still not sure whether I can ever fill his shoes. However, it’s this challenge that fuels my passion for this industry.”
INFRASTRUCTURE DEVELOPMENT / CONSTRUCTION
The Building and Construction Industry in Solomon Islands With regards to building standards and codes in the Solomon Islands, Mr. Fuoo, who is also a member of the Building and Construction Working Group, emphasized the need for proper legislation and policies to uphold the quality and standard of construction works in the country. Mr. Fuoo, therefore, recognized the recent commitment by the Government through the Ministry of Infrastructure and Development (MID) and Solomon Islands Chamber of Commerce and Industries to push forward the Infrastructure Management Bill and the revised National building codes in the Solomon Islands. “It is important that we have legislation like the Infrastructure Management Bill which contains the building code to safeguard not only the quality
and standard of work but also guarantee the quality of materials that we procure and use. This is very important especially now that we have big infrastructure projects forthcoming. Such legislation is also important to ensure that hardware suppliers are kept in check and sell quality materials that can last and can also withstand seismic activities especially in areas like the Solomon Islands, as opposed to substandard materials. This is important for the safety of the users of these infrastructures. Mr. Fuoo also gave insight on local opportunities and the responsibility of the government to support the locals, not only in the Construction Industry but all the other industries as well. I understand that the government has recently announced new infrastructure spending worth around 8 billion dollars over five years and quality, longevity, and cost-effectiveness must be the priorities” said Fuoo. Such investment by the government should also be inclusive of local private sector development. The gov-
ernment must ensure local content is prioritized to support the growth of the local industries. Not only to help provide job opportunities for locals but also to help build the capacities of local Solomon Islanders to be able to compete with international competitors. This does not discourage offering contracts to overseas contractors ensuring competitiveness. However, there should be a minimum threshold that prioritizes and encourages local competition and another which certainly requires completion on a higher level. Otherwise the government should also encourage joint venture arrangements where International contractors can partner up or have a joint venture with a local suppliers and service providers to ensure that the money spent on these infrastructure projects remain in the country and also help local firms in building their capacity through the sharing of resource and information. Mr Fuoo stressed that Solomon Islanders or local firms cannot fully utilize their potential unless they are given the opportunities to do so. n
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JANUARY - MARCH 2021 / ISSUE 05
Strata Scheme introduced in Solomon Islands Lands Commissioner Mr. Allan McNeil speaks on the Strata Scheme By DOUGLAS SAEFOA Honiara, S.I
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here is a strategic fit for a new individual multi-story units in a building. This scheme allows developers to generate capital by raising deposits from “off the plan” sales prior to construction and selling units immediately after construction, allowing loans to be paid off faster and thus allowing them to move on to the next development sooner A strata scheme is managed by an owner’s corporation and includes “common property” that all unit / lot owners have an interest in and ownership of. Strata Titles Act and Regulations commenced on 1 July 2019. Anyone can now apply for a strata subdivision. In order to be qualified for a Strata Subdivision one need to have the following: • You need to own a Fixed Term Estate. • Get a licensed surveyor to prepare a strata scheme plan, showing the lots on each floor. • Get a licensed valuer to prepare a statement of strata scheme lot values (for unit entitlements).
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• Prepare a strata scheme description (a brief outline of what the development comprises) and proposed by laws. • The strata scheme plan must be approved by the Surveyor General. • The statement of strata scheme lot values must be approved by the Valuer General. • The strata scheme description must be approved by the relevant Planning and Development Board (the subdivision / development itself must also be approved by this Board). The developer can proceed to develop but the subdivision cannot be registered until after the building(s) are completed and habitable. The application for registration is submitted to the Commissioner of Lands, together with all the previously approved documents, and in addition evidence of insurance and a certificate from the relevant Planning and Development Board confirming that the development has been completed. It must also be noted that the Strata Scheme plan must also include at least 2 strata lots (and optional, any development lots); Lot numbers; Service infrastructure layout
(water, electricity, gas, telecommunications as relevant); any public roads or public reserves and any easements required. After the Commissioner of Lands has approved the strata subdivision for registration, the Registrar of Titles closes the land register for the parcel that has been subdivided, and opens a new land register for the strata parcel with a new number for the strata scheme. The Fixed Term Estate in the land parcel ceases to exist. Every new lot in the strata subdivision gets an entry on the land register, as a Fixed Term Estate.
TENDER > Ministry of Fisheries and Marine Resources
Aquaculture Project Phase II tender bids reviewed By DOUGLAS SAEFOA Honiara, S.I
T
he Solomon Islands Government SIG through the Ministry of Fisheries and Marine Resources (MFMR) has decided to import GIFT tilapia in accordance with its Aquaculture Development Plan for the country. SIG in partnership with New Zealand Government through “Mekim Strong Solomon Islands Fisheries MSSIF” is ensuring the establishment of all the needed facilities of this National Project. The Parties have identified Aruligo in West Guadalcanal (Former ICLARM site) as the main site for the development of the tilapia facility. Phase 1 of Facility development at Aruligo was completed last year and included the successful construction of an Office Building and a covered nursery tank facility. Other separate Contractors also completed fencing and preparatory on site tasks.
Phase 2 is in final stages of Tender processes, after delays have been caused by the global Pandemic. Current Tendered works under Phase 2 will include: A. The Construction of 10, 25 x 15m Fish Ponds and B. A solar power facility C. Water supply works Following confirmation of successful tenders by the MOFT Central Tender Board in early 2021, construction will begin.
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Reliable road infrastructure key to PNG’s development COMMENTARY by JASON SOM KAUT Port Moresby, PNG
A
well maintained and reliable road network is vital for development. But it is not always easy in a geographically challenging country like PNG with its mountainous regions, fast flowing rivers and rugged terrains. Roads ensure access to vital government services of health and education, attracts investment, and creates an economic hub for development. In the agriculture sector, roads provide market access for produce from millions of farmers across rural PNG, where more than 80 percent of an estimated 10 million people rely on the sector for their livelihoods. The importance of roads is captured in all major plans of different levels of Government. Various road strategies are captured in numerous national plans including the Development Strategic Plan, the National Road Network Strategy 2018-2037, and the overarching PNG Vision 2050 According to these plans there are ten economic corridors identified along with 16 missing links. These roads are grouped into priority roads and non-priority roads. Following is a brief on this road strategy and the economic corridors identified as most important in PNG’s development.
Roads are vital to economic development and ensure movement of goods and services.
Development Strategic Plan (DSP) road strategy and economic corridors The Development Strategic Plan (DSP) road strategy recognizes road infrastructure upgrading and maintenance as essential to PNG’s development aspirations. The Government’s expenditure on upgrading and rehabilitation of the National Road Network (NRN) would be focused on priority roads. According to the NRN Strategy (NRNS) 2018-2037 construction of ’16 missing links’ and ‘corridor’ roads would be undertaken in the next 20 years. The missing links connect PNG to a complete road network while corridor roads open-up production regions that will support national development. According to the NRNS a NRN in good condition will contribute about K2.2 billion to the national income by 2030 and create 120, 000 jobs.
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Roads support market access for agricutlure produce. Picture by Wia Traders, Morobe province.
INFRASTRUCTURE DEVELOPMENT / ROADS & BRIDGES
The DSP envisages the establishment of economic corridors. These are regions where government provides well-planned zoning system, comprehensive and effective network of transport and utilities, and quality education and health services. Roads access will set the basis to establish func-
tioning economic corridors and achieve development priorities. Within the economic corridors, businesses operate at low cost under well-designed incentives, encouraging foreign and domestic private sector investments.
These economic corridors are characterised by: • • • •
A reliable electricity grid Reliable Utilities including water and sewerage, telecommunications and broadband internet Transport infrastructure that includes a good road network, marine and air facilities Social infrastructure and economic activities like agriculture, fisheries, tourism
These Ten Economic Corridors are listed below in order of development priority
01 02
Development Priority No.1, by 2020 Corridor name: Petroleum Resource Area Economic Corridor Location: Southern Highlands, parts of Enga, Gulf and Central provinces
Development Priority 2nd to 4th by 2030 Corridor name: Central Corridor Location: Central, Milne Bay, Northern and Morobe provinces Corridor name: South Coast Corridor Location: East New Britain and West New Britain provinces Corridor name: Momase Corridor Location: Madang, East Sepik and West Sepik provinces
03
Development Priority 5th to 10th by 2030 Corridor name: Border Corridor Location: Western, Southern Highlands and Sandaun provinces Corridor name: Madang-Baiyer-Karamui-Gulf Corridor Location: Madang, Simbu, Gulf and Western Highlands provinces Corridor name: Morobe-Madang corridor Location: Madang and Morobe provinces Corridor name: Enga- Sepik Corridors Location: Enga and East and West Sepik provinces Corridor name: Solomons Corridor Location: Autonomous Region of Bouganville Corridor name: Free Zone Corridor Location: Manus, New Ireland, East Sepik, and West Sepik provinces
The Current and Projected Length of the National Road Network (NRN) by 2030 A. Existing National Road Network = 8,738 kilometres of current roads These include approximately 4, 256km of Priority Roads while Non-Priority Roads account for approximately 4, 482km’s. B. Projected Future National Road Network According to various targets of national plans and strategies including the Development Strategic Plan there will be a total of 25, 000 KMs of roads. These include: Priority Roads • Approximately K4, 256 km Non-Priority Roads • Approximately 4, 482 km Provincial Roads • Approx. 5, 932.86 km District Roads • Approx. 2, 136.8 km Completed Missing Links and Others • No estimate
Source: PNG National Transport Strategy-Volume 3, 2018 – 2037 National Road Network Strategy, Launch of Corporate Plan
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DOWH INSTITUTIONAL REFORMS AND STRATEGIC DRIVERS The Development aspirations of any country are dependent on having a good national road network that connects the entire country. With this focus in mind, the Papua New Guinea’s Department of Works and Highways (DOWH) has undertaken major institutional reforms that are aimed at meeting the National Road Network goals of the department and contribute to the nations development aspirations - dependent on good roads. As part of this institutional reforms DOWH has highlighted and passed the following as strategic drivers of the reforms and catalysts for change. These strategic drivers include:
01 The National Road Network Strategy 02 The Sub-National Road Strategy and 03 The Connect PNG Strategy
By PT PNG Port Moresby, PNG
These reform strategies include: a) Institutional Development- Legislation & Policies b) 2020 – 2024 Corporate Plan (recently launched) c) Organizational- Structural & Change Management d) Development of Core Competencies and e) Leadership – Covering Capacity Development
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(recently launched by PM James Marape)
The Institutional Capacity focuses on Road (Management & Fund) Legislation; PNG Road Fund; Reconfigured DOWH; Competitive Terms and Conditions; Effective Performance System; Governance Culture; Change Management; Monitoring & Evaluation. The PNG Roads (Management & Fund) Bill set up a contemporary road management system by clearly demarcating roles and responsibilities of key agencies in the roads sub-sector. It then empowered national, provincial and district authorities to act as road authorities by providing full legal authority and demarcating road operational management roles. This Bill also establishes the Road Fund that will
INFRASTRUCTURE DEVELOPMENT / ROADS & BRIDGES
provide access to all recognised road authorities and approved special purposes companies. The Department of Works and Highways is committed to delivering new policies and legislation that mobilises resources and manpower to one major program – ‘Connect PNG’. According to a presentation by DoWH the timeline for key organizational reforms are for; • Transitional DoWH structure development and implemented in 2020 • Road (Management & Fund) Act to commence this year • PNG Road Fund commences in 2021-2022 • Reconfigured DoWH commences 2021-2022 • Development and enactment of Connect PNG Legislation • PNG Road Fund Operational 2023-2024 • Special Purpose Companies Operational 2023-2024
Road (Management and Fund) Bill
The proposed Bill establishes a coordinated management system that will promote a road network that operates sustainably. The Bill will ensure adequate funding for maintenance and rehabilitation of the national road network and sustainable support for the sub-national roads. The sub-national roads is 21,000km in length and covers provincial and district roads. The development and maintenance of sub-national roads including other rural infrastructure such as schools, health centres, water supplies, electricity, office buildings, etc…are the shared responsibility of Provincial and Local Level Governments (LLGs) and the National Government through the Department of Works. Funding for rural infrastructure development and maintenance are provided by the national government through the Provincial Support Investment Program (PSIP) and the District Support Improvement Program (DSIP). These funds are managed separately by the Provincial and Local Level Governments. Objective of the Road (Management & Fund) Bill is to establish a coordinated management system that will promote an integrated and sustainable land transport system.
The Bill provides for a)
The planning for management of roads and road infrastructure, b) Establishment of a Register of public roads, c) Regulating the undertaking of all road activities, d) The functions and powers of road authorities e) Establishment of the PNG Road Fund,
f)
Establishment of the PNG Road Maintenance Trust Fund g) The Rights of members of the public to use the roads, and h) Establishment of the mechanism to enforce and administer the Bill According to Minister for Works and Implementation Mr Michael Nali when presenting the Department of Works and Highways (DOWH) 2020-2024 Corporate Plan the department will implement three (03) major strategic initiatives in the road sub-sector; 1. The National Road Network Strategy (NRNS) 2. The Sub-national Road Strategy and 3. The Connect PNG Strategy The Government’s road sub-sector priority is to restore, maintain and extend the National and Sub-national Road Network to meet the country’s growing needs for a better and reliable road infrastructure. “This commitment goes to the heart of growing and sustaining the nation’s economy. “Ensuring easy and safe access will enhance the flow of goods and services that reach deep into the rural population of PNG,” Minister Nali said. As minister responsible for roads in PNG, he highlighted the following as his four (04) expectations of the changes and achievements as identified in the DOWHs 2020 – 2024 Corporate Plan: 1. Establishment of an independent Road Maintenance Fund to be managed transparently so that the Governments priority for maintenance to recover the NRN is fully implemented 2. The re-configuration of DOW in a new and dynamic Department of Works and Highways (DOWH), that will act as the single accountable road manager during the transitional reform period 3. Clear definition and identification of respective road management responsibilities between the relevant national, provincial and district bodies, and, 4. The implementation of the Connect PNG Development Plan Minister Nali said the DOWH 2020-2024 Corporate Plan addresses the above expectations and has been prepared in-line with the national planning framework for the delivery of the economic growth goals of the government. n
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CONNECT PNG: ECONOMIC CORRIDOR DEVELOPMENT CONCEPT The Marape – Basil Government policy drive is to ensure that these economic development corridors, (highlands corridor, Momase Corridor, Southern Corridor and Islands Corridor) are not only developed but importantly connected to enhance greater participation and growth simultaneously in the 4 regions in this country that will enable timely realization of PNG becoming a middle income nation by 2050.
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ased on the direction to pursue integrated land, sea and air transport facility and infrastructure through an integrated approach underpinned by the Connect PNG Policy 2020 – 2040 which is the first line of defense from the taxpayers, manufacturing and industry, Non-government organization, donors, financial institutions, local and international watchdogs and trade partners. This Marape blue print further forms the foundation of economic recovery by fully empowering and unlocking the remote parts of PNG to urban centers, towns and cities to access markets and do business. The Connect PNG Policy 2020 – 2040 was cascade from the Vision 2050, Strategic Development Plan 2020 – 2030, Medium Term Development Plan I, II & III, National Road Network Strategy (NRNS) all these government plans alignment have one thing in common, build roads to drive the economic growth of Papua New Guinea that is the reason why huge budget allocation is given to transport sector with the land sub-sector under Department of Works recording a K1.066 billion in the 2021 national government budget allocation. Linking roads and bridges, fol-
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lowed by electricity grid outreach, water and sanitation rollout, telecommunication access, broadband internet connectivity with coastal and inland river jetties, wharves and airports constructed financed by GoPNG budget financing, donor support and loans obtained under interest free or 2% repayment for 20 years is the essence of Connect PNG Policy.
BACKGROUND
Transport Infrastructure like roads, bridges, jetties, wharves and airports are critical physical infrastructure that services the transport industry providing efficient and reliable access and connecting to economic opportunities remains a critical criteria for justifying massive governmentg investment in the transport infrastructure development sector in PNG. Reliable transport infrastructure creates multiple value when local market propelled with the implementation of the Connect PNG Policy 2020 – 2040 and turns into a more large scale commercial markets in urban, regional and global markets. This is the essence of Connect PNG policy by means of a reliable and sustainable transport infrastructure connecting eco-
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Reliable transport infrastructure creates multiple value when local market propelled with the implementation of the Connect PNG Policy 2020 – 2040 and turns into a more large scale commercial markets in urban, regional and global markets. This is the essence of Connect PNG policy by means of a reliable and sustainable transport infrastructure connecting economic corridors and growing the economy.
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nomic corridors and growing the economy. The investment in the nation’s infrastructure including road network, energy, communication, water and sanitation, ports and airports directly impacts the productions and growth of the economy. Connect
INFRASTRUCTURE DEVELOPMENT / ROADS & BRIDGES
PNG brings the infrastructure development plans for SOE and state agencies responsibility for infrastructure development and maintenance.
SHHIP PROGRAM
The GoPNG negotiated a multitranche financing facility (MFF) with the Asian Development Bank (ADB) to secure loan financing for the implementation of the current state of the highlands highway successful negotiations led to the conception of the SHHIP. The program intends to repair, rehabilitate and maintain a total length of 430km from Nadzab airport turnoff in Morobe to Kagamuga turnoff in Western Highlands Province. The highlands highway is a major contributor to the nation’s fragile economy through its agricultural and mineral exports. The region is landlocked and mainly accessible by roads. It is home to 40% of
the nation’s population whereby heavily rely on the main trunk road (highlands highway) to provide access to goods and services into the region. The region provides third of the nation’s Gross Domestic Product (GDP) whilst its minerals and petroleum products constitutes 80% of the nation’s exports. The vital link of the highway connects 1,800km of the regional and feeder roads to the coastal sea ports of Morobe and Madang Province respectively connecting the highlands economic corridor to the momase economic corridor. The regions rugged terrain coupled with poor highway conditions due to lack of systematic maintenance and the effect of climate change has caused frequent landslip and road washouts making the highway impassable at times which affects the nation’s economy. High transport cost owed to the deteriorating con-
ditions of the highlands highway is a major constrains hindering the regions social and economic development opportunities to sustainable and inclusive growth. The severe state of the highlands highway warranted the government of PNG to seek avenues to secure financing for a major rehabilitation and maintenance program to safeguard the nation’s vital economic links that if implemented accordingly using the economic corridor development concept will propel the nation’s economic growth to a middle income economy by 2050.
PROJECT SCOPE Tranche
Duration
Amount (K)
1
Four years
1b
2
Four years
1b
3
Four years
1b
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Snake oil, aka chemical road stabilisers By DAVID SPRING Sydney, Australia
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n the 1950s, many new ideas were emerging from the American West Coast. UFO theories, McDonalds and liquid road stabilisation techniques. And, like aliens and the burger empires, the Reynolds Road Packer spawned an industry of its own. With names like EcoPave and Consolid, the current suite of chemical pavement stabilisers are also touted for the Pacific as capital and maintenance cost savers. Does the claim live up to the hype?
Ideas from antiquity
Well before the 1950s, avant garde technologists, the Romans, used pavement stabilisation techniques. Seashells, volcanic detritus and pottery were crushed to release a pozzolanic reaction and added durability to the pavement materials (RTA, 2004). Since then lignins (and other organic compounds), petroleum emulsion, lime, cement and asphalt, have been used to modify the properties of naturally occurring road construction materials. The engineering intent is to provide improved compressive strength (for fatigue and bearing). Over time, lime and cement became the two stabilising additives of choice, for cohesive (clay) and non-cohesive (gravel) pavement materials respectively, due to their consistency and performance. The drawback of these additives is the time and cost of application. Firstly, specialist equipment became typical and necessary. Getting the conditions, application rate, moisture content and homogeneity (thorough mixing) of the process right, has eluded many contractors. The results of getting it wrong are costly and disruptive – cracked or failed pavements, which require re-construction. Despite its novelty and appeal, the Road Packer product was panned by US road authorities. The Michigan State Highway Department’s research into the product in 1965 concluded that even at application rates up to 30% by weight, it did not produce any “results significantly different from those obtained with distilled water” (Mainfort, 1965). The use of Reynolds Roadpacker was banned in Australia in 1972 due to the unacceptable number of failures. These early setbacks did not deter enthusiasts, who could see the lucrative business potential of a shortcut to traditional stabilisation. South Africa began leading the industry.
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A range of obstacles stand in the way of broad acceptance of the technical validity of non-traditional stabilisers. Firstly, the research presented in product brochures is not considered to be independent. Typically, the promotional material emphasises the ‘benefits’ and plays down engineering properties and the soil interaction mechanism. There are clearly commercial reasons for this, but it weakens the credibility of the claims. Secondly, product and company discontinuity, branding changes and re-formulations result in a lack of product history and poor user familiarity. Lastly, most products are quite sensitive to the temperature environment and most particularly, the moisture content.
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Despite ingenious incentive schemes, many years of aid programs have also conditioned the expectation that donors will pay for periodic improvement programs, regardless of the level of maintenance actually delivered.
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These variations require deep understanding of the materials and their interaction mechanisms and careful attention to the production process. While ASTM have developed some testing, the lack of widely accepted standard test procedures is a significant barrier to consistent evaluation of product potential and eventual recognition (Santoni and Tingle, 2002). If these technical credibility issues were addressed, the manufacturers and resellers of the products would also need to improve commercial viability. Until that point, their use is relegated to dust suppression, freeze-thaw treatments, mining haul roads and passionate local councils.
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
Pacific state
There are two fundamental issues which hinder effective road maintenance in Melanesian countries – technical knowledge and institutional culture. The technical knowledge of locally available materials, their grading, clay content, homogeneity, reaction to moisture, the effect that has on the use of compaction equipment and the purpose and interpretation of laboratory testing, is limited. The design, specification and application of traditional pozzolanic and cementitious stabilising materials, as they react to the local materials, is typically equally poorly understood. Perhaps a chemical stabilising agent, which is not sensitive to application rates, could bypass this shortcoming. Similarly, such a product could benefit infrastructure ministries and public works departments who characteristically struggle to effectively scope, procure and supervise routine and periodic maintenance works in a timely fashion. Many factors contribute – staff levels, expertise, international consultants, approvals to travel, difficulty of travel and other responsibilities. Adherence to specifications is often weakened by the wantok systems, which can make accountability to standards socially intimidating. Despite ingenious incentive schemes, many years of aid programs have also conditioned the expectation that donors will pay for periodic improvement programs, regardless of the level of maintenance actually delivered. Note that the reason that the roads in Melanesia are typically in poor repair is not due to a lack of funds. Donors, lenders and national governments have created road maintenance funds and programs over the past decade or more, with ample funds to maintain the main roads and more. The consequence of the interplay of these two fundamental issues is that the quality and timeliness of road repairs is inadequate, and they deteriorate. Is the current crop of chemical stabilisers robust, effective and cheap enough to overcome these issues and to produce the step change needed in the perception of the industry?
equipment, the material properties and durability are likely to be better than using chemical stabilisers. They are a low-tech solution and well known in the engineering industry. However, the drawbacks to the use of traditional stabilisers in the Pacific are its construction time, disruption to traffic, long import lead times’ negative effect on product quality and the high risk of over-application. No process is a silver bullet for risk-free ease of road construction. Yet chemical stabilisers, such as the new generation RoadPacker Plus, could offer a solution that diminishes some of these drawbacks. Firstly, as a liquid stabiliser, its application is combined with the passes of the watercart, thus potentially reducing working time. Secondly, the import time does not lead to a commensurate reduction in product potency or usefulness. Lastly, unlike over-application of pozzolans, with lead to cracking and re-work, within reason, the product is not as sensitive to application rates. As most engineers are not also chemists, and the theory of ionic stabilising is not as compelling as the proof, a series of field trials should be conducted. Interested parties (ministries, donors, contractors) could engage the company to develop a controlled production and verified testing program, using a range of locally available materials, with clay content being the key differentiator. A pavement design life is typically more than a decade, but long-term proxy results, such as long soak CBR tests and XXX (like UCS but appropriate for clays) could be devised. Successful trials would build confidence in the voracity of the product claims and provide a basis for standardised testing. This is the pathway to eventual broad acceptance of a product which may hold a key to overcoming the technical and institutional obstacles to durable roads in the Pacific. n
Back to the future
It’s important to note that we should not be looking to abandon the traditional stabilising materials. Much anecdotal evidence suggests that even with inadequate
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JANUARY - MARCH 2021 / ISSUE 05
SIRAP Procurement Opportunities Explained SIRAP MEDIA Honiara, Solomon Islands
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ocal and international civil work contractors were invited to the information session to learn about the Solomon Islands Roads and Aviation Project (SIRAP). The purpose of the session was to raise market awareness about the upcoming procurement opportunities, facilitate networking between local and international contractors, and to inform contractors about the procurement process under SIRAP. The session was very well attended by local contractors in person and international contractors connected through a virtual meeting room. SIRAP aims to improve operational safety and oversight of air transport and associated infrastructure, strengthen the sustainability and climate resilience of the project roads, and in the event of an eligible crisis or emergency, to provide an immediate response to the eligible crisis or emergency. The SIRAP duration is from March 2019 to December 2024, with total funding of US$54.6 million of which US$51.0 million from the World Bank, and US$3.6 million from Solomon Islands Government (SIG). The World Bank funds are made up of a US$20.5 million grant and a US$30.5 million credit. Component A of SIRAP covers the aviation infrastructure investments with World Bank project funding being used for major upgrades of the Honiara and Munda international airports. The international bidding for the Munda runway, taxiway and apron overlay is planned for next year. “To enhance the resilience of the runway, taxiway and apron infrastructure at Munda, the existing pavement will be overlaid by asphaltic concrete, which is a more
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jet-friendly landing surface for larger planes” SIRAP Project Manager Mr. Tony Telford told local and international civil work contractors at the information session in Honiara on Friday 20 November 2020. Component B of SIRAP is the Malaita Road Improvement and Maintenance Program. Mr. Telford informed the participants that the major procurements under Component B include re-gravelling and maintenance of Malaita’s East Road and North Road to Dala, upgrading of three bridges (Koa, Bio 1 and Bio 2) on the Auki – Dala section, resealing of existing sealed roads, and the design and build of a new Fiu River bridge. “A nationally-bid contract for the re-gravelling and routine maintenance of Malaita main road network of 59 kilometres, including spot upgrading for climate resiliency and road safety improvements is planned for 2021,” explained Mr. Telford. “Another nationally-bid contract will be the replacement of the Koa, Bio 1 and Bio 2 bridges on the North Road between the airport turn-off and Dala. These bridges are dangerously close to the end of their life and are a high priority for the Ministry of Infrastructure Development.” stated Mr. Telford. Upgrading of the existing sealed roads is another project activity which will see appropriate spot repairs, drainage improvements,
SIRAP aims to improve operational safety and oversight of air transport and associated infrastructure, strengthen the sustainability and climate resilience of the project roads, and in the event of an eligible crisis or emergency, to provide an immediate response to the eligible crisis or emergency. and reseal of Auki town roads and the road to Gwaunaru’u Airport. Mr. Telford said these works will improve the overall climate resilience and extend the useful life of the targeted road assets. This will be advertised for international bidding as of next year. The design and replacement of the existing Fiu River bridge will also be advertised for international bidding next year at an estimated cost of US$5.1 million, using funds provided primarily by the SIG’s Economic Stimulus Package. The information session also included an explanation to the civil works contractors of World Bank procurement processes by SIRAP National Procurement Specialist Mr. Rodney Konale. The session then concluded with the contractors being given an opportunity to pose questions to the SIRAP representatives. n
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
SIG and ADB concludes Land, Maritime Grant and Loan Project negotiations OPMC Honiara, Solomon Islands
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he Solomon Islands Government through the Ministry of Finance and Treasury has concluded the loan and grant negotiation with the Asian Development Bank (ADB) in Honiara on Thursday, 28th January, 2021. This is for the proposed Land and Maritime Connectivity Project. As is set out in the Government’s National Transport Plan 2017– 2036, the guiding principles for priority investments in the transport sector serves as the policy framework for the project. The project will support the Government’s initiative to improve connectivity, efficiency, and disaster resilience of transportation network in Solomon Islands. The proposed investment is USD170.71million dollars and the Ministry of Infrastructure Development (MID) will implement the project over 8 years. ADB is expected to finance USD148.88 million dollars with a
50 percent on grant and another 50 percent on concessional loan whilst Government’s contribution is USD21.83 million dollars. The project will rehabilitate and upgrade 35 kilometers of urban and rural roads in Honiara and the surrounding regions of Guadalcanal Province, construct 2 wharves in the rural region, and rehabilitate and improve the old International wharf in Honiara Port. It will also support MID in planning, project preparation, procurement, works supervision, asset-management system development, and long-term transport sector institutional development. This project will further enhance the long-term partnership and engagement to support the Government in the transport sector. At the conclusion of the negotiation, Permanent Secretary of the Ministry of Finance and Treasury, Mr. Mckinnie Dentana highlighted the importance of key infrastructures that are included in the project, especially the Central Market to White River Main Road major
rehabilitation work. Permanent Secretary Dentana conveyed to the Bank the desire of the Government to bring forward this project in 2021 as the country is preparing to host the 2023 South Pacific Games. The Permanent Secretary also conveyed to ADB that the advance implementation of the project is part of the recovery initiatives of the Government, “as these major projects will help to stimulate domestic business activities and growth.” The ADB officials assured the Government delegation that bidding process will commence in February, to ensure that work on key infrastructures to commence later this year. Permanent Secretary Dentana led the Solomon Islands delegation at the negotiation together with Deputy Secretary of the Ministry of Infrastructure Development, Jimmy Nuake and key officials from both Ministries including the support of the Solicitor General. n
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6-MILE DUMP SITE TRANSFORMED INTO ESTATE
By JASON PAISOI Port Moresby, PNG
NCD governor, Powes Parkop speaking during the launch.
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ORMER dumping site at 6-Mile Saraga in Moresby South, has been converted into Housing Estate, with its launching by the National Capital District Commission (NCDC), on 25 January 2021. The new 6-Mile Saraga Housing Estate comprised of 165 fully-fenced blocks. It will accommodate 165 block holders and their families in Moresby South electorate, who have been affected by forced eviction in the recent years. These block-holders are 165 families from 2-Mile, Paga Hill and Waterfront eviction exercises. The relocation exercise was made possible through the partnership of Moresby South Development Authority, and the Department of Lands and Physical Planning. The conversion of former 6-Mile dumping site into 6-Mile Housing Estate was part of NCD’s Governor Vision to turn settlements into suburb. NCDC spent a total of K4million with an additional K1million support from the GOPNG. Present during
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The conversion of former 6-Mile dumping site into 6-Mile Housing Estate was part of NCD’s Governor Vision to turn settlements into suburb.
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
the launching was NCD governor, Powes Parkop, Urbanisation and Housing minister and Moresby South MP, Justin Tketchanko, Lae MP and Lands and Physical Planning Minister, John Rosso and City Manager, Bernard Kipit. NCD Governor, Powes Parkop, revealed during the launching that titles will be handed to these block-holders, and will be handed down to their dependents. “My election promise was to end settlements in the city. The Government supported with K1million for this estate,” said Mr Parkop. “We have also done survey and are waiting on Physical Planning to approve the sub-divisional plan for Ragamuga. It will be upgraded to planned suburb within this year.” City Manager, Bernard Kipit, said NCDC funded the project with K4million. He thanked GOPNG for supporting the commission with K1million, totaling up to K5million for this estate project. Meanwhile, Minister Rosso said he was pleased to see residents given properly titled allotments, then them being mere settlers. He said affordable housing and access to land has been a big challenge for low and middle income earners in urban areas. Mr Rosso commended Governor Parkop and Minister Tketchanko for their leadership and vision in further transforming the city, and this through the “settlement to suburb” program. The 6-Mile Saraga Estate will also include commercial blocks, according to NCDC. n
ROADWORKS TO OPEN UP NCD TO CENTRAL PROVINCE By JASON PAISOI Port Moresby, PNG
GROUNDBREAKING of new roads that had eventuated in last quarter of 2020 by the National Capital District Commission (NCDC) have seen contractors gearing-up for big task, or had begun work to expand NCD’s arm to Central province. It’s a bustling 2021 for those big and small contractors, after faced with slight decline in construction activities in 2020 due to the impact of Covid-19. The pandemic had delayed the progress of development and construction activities, hence affecting revenues of most construction companies operating in Port Moresby, and other parts of the country. It’s considered as a fresh start for those contractors in Port Moresby that had won tenders in 2020. Tenders advertised purposely were to open up NCD to Central province through the corridors of Moresby Northeast electorate. Thus, it’s another rumbling year for this electorate as contractors will be working actively for the next 24 months, grinding steel with rocks to build roads in the capital. Road projects are one of NCDC’s Urban Development Master Plan to upgrade various sections of roads in the city into 4-lane highways to open up NCD to Central province and also to meet the growing socio-economic development and welfare of people of Central province. The groundbreaking for road portion from 9 Mile to Laloki bridge along the Hiritano Highway was one of three road projects launched in 2020. The badly deteriorated condition of the road over the years have posed a huge challenge for motorists, PMV operators and commuters living along the Hiritano Highway in Central province, and Kerema, Gulf province. With its launching last year, this portion of road will be constructed into a 4-lane highway, which is expected to be completed in April 2022. The groundbreaking for the project was held at 9 Mile in Moresby Northeast electorate on 13 August, last year at Sir Theodore Park, which
is a newly established recreational park situated at 9 Mile Rouna Quarry mountaintop overlooking this dusty segment of the Hiritano Highway. The contract was awarded to Hebou Construction at the cost of K61, 797, 258, funded by the Bank of South Pacific (BSP). This amount is a fraction of K300million that was agreed by BSP to fund these three 4-lane roads in NCD. These roads are part of Papua New Guinea’s Government vision to connect PNG by roads by 2040. These roads upgrade includes: 1. The upgrading of 9 Mile to 17 Mile as a 4-lane road, eventually linking Goldie Army Barracks in Kairuku Hiri LLG, in Central province when funds are made available, according to NCD Governor, Powes Parkop, 2. 14 Mile to Bautama, and, 3. 9 Mile roundabout to Laloki Bridge as a 4-lane road. This magazine will deliver more insights throughout the progress of road work by Hebou Construction and communities along this stretch of road until its completion. The groundbreaking ceremony of this new 4-lane highway was officiated by NCD Governor, Powes Parkop, City Manager, Bernard Kipit, Prime Minister, James Marape, Works Minister, James Nali and Housing and Urbanization Minister, Justin Tketchenko on the morning of 13 August last year. Each made remarkable address, showcasing the GOPNG’s motives and strategic plan to connect PNG by roads in 2040, thus the ceremony was part of their action plan to move the talk. City Manager, Bernard Kipit said during the groundbreaking that 9 Mile roundabout to Laloki Bridge is just under 4-kilometres and the scope of the work would include design and construction of a 4-lane divided road, with footpaths, street lighting, bus stop furniture’s and bus bays. Mr Kipit said roundabouts will be concreted and built to industrial road specifications to accommodate big trucks to complement industrial activities in the area. n
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Arman Larmen Surveyors clears way for 9 Mile to Pau Road Works By JASON PAISOI Port Moresby, PNG
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HE Gordons based Arman Larmen Surveyors have been subcontracted a critical task to carry out survey of existing features along the eroded 6-kilometers road from 9-Mile to 14-Mile, turning at the Pacific Adventist University’s junction. The battered road conditions obviously reveals its maturity. However, this road project from 9-Mile to Pacific Adventist University (PAU) stands at a cost of K117million, which will reinstall life to this declining road conditions in the electorate. Thus, this survey by the Arman Larmen Surveyors is regarded crucial, as these part of the electorate is the most densely populated area. The survey will unfold numerous challenges for National Capital District Commission (NCDC) and Mobile Works Limited (MWL) as it prepares to construct this 4-lane Highway. Arman Larmen surveyors have been conducting surveys on the ground January to pick up existing features, with roads length and width. This survey will determine the smooth flow of the construction of the new 4-lane Highway. “We are doing Topographical Survey feature survey while PNG surveyors are subcontracted to do surveys on land boundaries. Our survey will enable engineers to see contours of the landscape and catchment areas. Existing features along the road such as building, water pipes and drainage systems are gauged in this survey,” said Arman Larmen En-
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Armen Larmen Surveyors at a survey site in 9Mile area in the Moresby Northeast electorate.
gineering Surveyor, Mr Wartovo Misikaram. He said this survey is very important because it will pave way for MWL as they progresses into various stages and length of the designing. Mr Miskaram said the only concern at survey sites was their safety. He expressed that people in the area are still hurt and angered by the experience of the 4 days eviction exercise in the last quarter of 2020, which have displaced more than 5000 men, women and children in the 14mile area in Moresby North-
east electorate. “Our engagement on this survey is crucial. We are doing it accurately to prevent interference from residents in the near future .When they fronted us with queries, we always respond quickly, and making sure they understand our role as surveyors.” This road was a means to connect Central to NCD to open up economic corridor to stimulate the economy. It’s expected to be completed in 2 years to complement the 2020-2040 Connect PNG Policy by Marape- Basil Government. n
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
WOMEN IN ENGINEERING
Women Leaders in the Transport Sector
Ms Leka Heve Bonoro, Assistant Secretary Road Construction Technology and Standards.
TSSP COMMUNICATIONS Port Moresby, PNG
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eet Leka Heve Bonoro, the Assistant Secretary for the Road Construction Technology and Standards Branch at the Department of Works. Leka joined the Department of Works in Lae as a maintenance engineer after graduating from UNITECH in 1997. She was promoted to her current role in 2012 and now oversees a total of 21 laboratories around PNG. Leka leads her team in maintaining quality control on infrastructure projects by carrying out investigations on road construction materials such as concrete, bitumen and asphalt. These investigations help the Department design stronger roads and bridges for Papua New Guineans. “When we do tests on these road materials, it helps a community
[in that] where there were once roads in poor condition, there are now better roads to use. For example, people can now travel on smoother roads or PMVs can drop them off at their doorstep.” Under Leka’s management, there is an additional accredited regional laboratory in Mt Hagen and seven provincial laboratories have been upgraded. Previously, there were no provincial testing facilities and only two accredited regional laboratories in Port Moresby and Lae. Leka sees management trainings as the way forward for more women like herself to take on leadership roles in their workplace and contribute to their organization’s vision. Through advisory support and leadership training from the PNG-Australia Partnership, she has been able to standardise
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Always strive to do what you can even with limited support
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the Department’s laboratories around the country. “The support has [motivated] me to continue working to bring all of our laboratories into [operational standards] so that we can monitor and ensure that certified products are being used in projects.” The #PNGAusPartnership continues to support the professional development of women in the sector through mentoring, leadership and management training programs. #WIL. n
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JANUARY - MARCH 2021 / ISSUE 05
Fairtrade Road Maintenance in Gizo By DOUGLAS SAEFOA Honiara, S.I
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oad maintenance and rehabilitation in Gizo, Western Province has continued since the contracts began in August 2019. This has been made possible through financing worth SBD 15.8 million under the National Transport Fund (NTF) within the Ministry of Infrastructure Development. The National Transport Fund (NTF) has divided the extensive road works project into two separate contracts which are being undertaken by local contractor Fairtrade Limited and are almost completed according to MID engineers. The first contract is the rehabilitation of unsealed Gizo Mile 6 road from New Munda junction to Saeraghi (11Km) which is valued at SBD 7.1 million and started in August 2019. The Inland Road is a very steep hilly section with large sections of red clay soils and difficult terrain which will require a huge amount of excavation, rehabilitation of the road structures in the subgrade and base, and the reinstatement of drainage.
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Gizo inand road after rehabilitation. Transportation of CMP culverts, work on drainage and installation of precast.
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
Scope of work included: • Procurement and Supply of approved road base material by barge from quarry to stockpile Location; •
Preparation of gravel road surface;
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Construction of reinforced culverts and concrete headwall and
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Reinstating earth line drainages
The second contract which was also awarded to Fairtrade Limited was for the periodic and routine maintenance of Gizo-D Road, trunk and coastal roads sealed and unsealed (23.08Km) at a contractual amount of SBD 8.7 million. Gizo D-road and trunk are urban roads in desperate need of repair of both sealed sections and feeder roads. Since much of the feeder roads were paved on red clay soil, most of the work was done by an excavator. The work included rehabilitation of the road structures sub grading the base and the reinstatement of drainages. The 12 km stretch on the coastal road was sandy soil and had many
Road works Fair Trade Head Office Location: Ranadi Industrial Area
Building works
weak spots which had to be filled before sub grading and graveling of unsealed pavements. The scope of the work included road rehabilitation, coastal protection, repair of existing potholes and edge break on the sealed carriageway, reinstate earth line drainages, and clearing and unblocking of existing culverts. According to the progress report supplied by NTF, the geotechnical survey cited that a major portion of the soil make-up on the Island of Gizo was red clay soil thus base course materials for the road have to be obtained from other Islands by barge and a tug boat. This coupled with the drooling weather has forced the contractor to request an extension on both contracts. The report also noted that since earth drainages along the road could not withstand runoffs they had to be replaced with concrete structures as a long-term solution. The first contract was extended twice from August 2020 to December 2020 and then from December 2020 to March 2021. The second contract was extended from October 2020 to January 2021. n
Construction
Civil engineering
Phone: 38399 | 30022 Fax: 28916 Email: fairtrade@solomon.com.sb
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JANUARY - MARCH 2021 / ISSUE 05
Phoenix to transform OLD FACE of Gerehu Township Gerehu suburb in Moresby Northwest is known as the largest suburb in the country. By JASON PAISOI Port Moresby, PNG
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HOENIX BUILDERS LIMITED is into its first stage of the 18 months mission to transform old roads in main township of Gerehu into 4-lane roads. Gerehu suburb in Moresby Northwest is home to more than 100, 000 people, and is known as the largest suburb in the country. Thus, this development is crucial for the benefit of the magnitude living in this big suburb. Road works for the 4-lane road started in 3rd week of January 2021. Phoenix site office have been erected within the vicinity of the crowded informal buai (betelnut) market next to Gerehu stage 2 Sports Centre, perfectly overseeing construction activities in the township. Phoenix Builders Limited Civil Site Engineer, Rolando de Leon Quevedo told PTmagazine that they are working according to their program and that of the project by the National Capital District Commission (NCDC). “We begun ripping old asphalts on the road along Gerehu market,
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Modiriki Drive and main Gerehu Drive towards Gerehu stage 3B and 4. It will take us 2 days to rip both sides of these roads,” said Mr Quevedo. “We will transform Gerehu Drive and Modiriki Drive in Gerehu Stage 2 all the way to Tarumana Avenue in Gerehu Stage 6 into 4-lane roads, with footpath and drainage.” For this project, Mr Quevedo expressed that Phoenix is determined to engage youths in the suburb on rotational base to create employment opportunity for the high number of youths in the suburb. He said every month, 20 youths will be engaged to work on the road. He said they will be working through proper channel of engagement and this through Gerehu community leaders. Phoenix will engage and train, and recruit them once they find certain level of competency in the areas they are engaged in, he stated. Gerehu community representative, John Kerenga Gulg during the groundbreaking welcome the
developers (Phoenix) stating that Gerehu community are pleased to allow the progress of this transformation and development. “We will work together with contractors to make sure this road will be upgraded to 4-lane road. We will make sure it will be completed on time so that we can have access to quality roads,” said Mr Gulg. Additional resource of manpower, plant and material directly employed or subcontracted by contractors, means acceleration of works. Having youths engaged in the project directly implies that Phoenix priorities time above cost. “We follow our schedules and we are confident to complete project on time. We will engage subcontractors along the Gerehu drive,” said Mr Quevedo. Phoenix Builders Ltd signed a contract worth K39million last year, to carry out reconstruction of Gerehu Drive as a 4-lane road, adjoining the newly built Nigibata Drive. The 5-kilometer road will feature median strip with street lights, footpath and drainage. n
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
Touching the untouched and reaching the unreached: DoW DOW MEDIA Port Moresby, PNG
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ouching the untouched and reaching the unreached through roads and bridges is a blessing for PNGs rural people. It is evident through their appreciative gestures that the ability to receive goods and services delivered to their door steps is truly a godsend. The Department of Works & Implementation Connect PNG Policy 2020 – 2040 is one of the biggest road master plans embarked on by the Marape – Basil Government. This policy aims to connect the land-lock parts of the four regions in Papua New Guinea. Opening up the land-lock zones of PNG will enable the rural population to; • sell their fresh produce to the markets generating income for their household • reduce the cost of travelling from one place to another. • provide access to better health care to avoid the risk of women having labor complications • receiving medical supplies at the health centres and aid posts in time • acquiring fully posted teachers to teach children • increase tourism & SME opportunities like erecting tucker shops and operating PMV’s • and boosting the agricultural industry particularly cash crop farming, like coffee, cocoa, vanilla, copra and palm oil. Building roads and connecting the future is the essence of the Connect PNG Policy 2020 – 2040. The Department of Works aims to capture this essence in its 5-year Corporate Development Plan, giving emphasis on missing links and economic corridor development concepts making PNG a middle income economy by 2050. A classic example of missing links and economic corridor development concepts is the East West New Britain highway now opened up as a dual carriage way and bridge rehabilitation program to bring the standard of the road to a first class road. The Department’s 5-year Corporate Development Plan is to complete 1,800km of road to connect almost 3 to 4 million Papua New Guineans in the remotest parts of this country who have never been connected by road since 1975. The responsibility of the Department of Works as cus-
todians of the standards and technologies deployed in the construction of roads and bridges is to ensure the lifespan of a road last for more than 20 years also improving their conditions through routine maintenance year in year out. One of such products is the stabilizer being deployed on the base course to solidify the road base before, pavement improvements, sealing, drainage and road furniture. This technology has proven to be resilient to unpredictable bad weather patterns, floods, as a result of climate change and other forces of nature that contribute to the wear and tear of the road pavement. The stabilizer technology has proven to be worth the value for money and has stood the test of time. Consistent with the road and bridge specification manual, the department has also phased out single lane bailey bridges and replaced them with double lane concrete with steel pile structures driven into the river bed to withstand flooding and potential earthquakes. Besides the missing links and economic corridor development concepts underpinned by the Connect PNG Policy there are ongoing contracts under construction. The Mt Hagen 4 lane that is funded under the Exim Bank of China. The Lae City 4 lane highway which is steadily progressing under the Government of Papua New Guinea funding. The K3 billion worth Sustainable Highlands Highway Investment Program that runs for 430km from Nadzab Airport Junction in Morobe, to Kagamuga Airport Junction in Western Highlands Province funded by Asian Development Bank (ADB). These are some of the live contracts that were initiated by the previous and the current Marape-Basil government. Other modal projects implemented by the Department of Works are the Boluminksy Highway in New Ireland Province and a special ring road project in Buka, the Autonomous Region of Bougainville. This project continues to show the strong relationship between PNG and Bougainville in support of the peace and restoration process between the two governments. Today marks a significant occasion where the Department of Works on behalf of the Government sign a performance pact with District Development Authorities & Provincial Governments to start the process of improving road connectivity through strengthening local capacity to contribute towards economic growth by building roads now and connecting the future. n
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JANUARY - MARCH 2021 / ISSUE 05
Hebou aims to maintain quality road amidst challenges By JASON PAISOI Port Moresby, PNG
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HE Road Works by Hebou Construction along the 4-kilometer stretch of road from Laloki Bridge to 9 Mile roundabout, is gaining shape and momentum after the initial road works started in mid October, 2020. Hebou Construction started its preliminary works of the 4-lane road in October, allowing deployment of plant equipment’s into construction sites three months after the groundbreaking ceremony, on August 13 at 9 Mile in Moresby Northeast electorate. The earthworks for the 4-lane road’s surface including works on drainage, pitch and road pavement began in December, and is swiftly taking form as works enters into January of 2021. This 4-kilometer segment of the road was divided into 4 sections. Section 1 from Laloki Bridge to Neibiri Quarry. Section 2 starts from Neibiri Quarry to Bomana junction, which would include a roundabout to be built at Bomana junction. Section 3, from Bomana junction to Rouna Quarry, and Section 4, from Rouna Quarry to 9 Mile roundabout. This last part of the Sir Hubert Murray Highway connecting the Hiritano Highway is a vital economic link, bridging the people of Gabadi, Mekeo, Kairuku, Kuni and the people of Kerema in the Gulf province. Much has been anticipated for a better corridor to boost economic and social growth, and welfare of these people for over many years, since this portion of road started to deteriorate in early 2007.
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Hebou Construction workers at the work site. Photo Valentine Sorbie Pandiruo
PT Magazine visited the construction site on 19 January, 2021, to scoop capability stories on the projects with its segmental progress. Mr Nathan Mare, a young site engineer was amongst other important people on site, making sure works by grounds men and plant operators harmonize with strict work plans and schedules. There are 3 Site Engineers engaged on site, including Nathan Mare, Kenneth Tobawi and Ruth Guma. Ruth Guma is the head quality assurance or quality control officer and also an engineer. She is a young mother and the only female engineer amongst the team. She makes sure workmen work according to the standard and that she documented for the company. Mr Tobawi is in charge of doing reports and reporting to clients or other companies and to bosses. Mr Mare moniters the work On site, prepare work schedules, checking work onsite against design, and pushing the boys.
Simeon Oflash III is the senior project engineer.He set work Programs and settle Design issues and redesigning them and he works on the financial reporting before presenting them to the project manager to present to big bosses. Tom Bogar is the toughest superintendent in Hebou who makes sure all the supervisors on sites deliver these work.He looks after all the supervisors on site and he is in charge of all the works that the boys do.He is in his mid 50’s and has more experience in the team. For the administration – Hebou have these wonderful ladies who are pay roll and purchasing officers on site. The Project Manager oversees works of these engineers and officers. “We are progressing exceptionally well with section 1 of the road. Meanwhile, we are also working ahead of schedule NCDC have given us,” said Mr Mare, who is one of 4 Site Engineers, ensuring quality output on the ground.
INFRASTRUCTURE DEVELOPMENT / INDUSTRY
“The duration of the road works is 2 years, but our target is to complete it within 1 years or less. We are confident because Hebou is a quality company. We’ve been doing it for very long time and we are going to beat the deadline.” Mr Mare said however, the only issue that is slowing them down is landowner issues at Section 2 from Neibiri Quarry to Bomana junction, which he said is the responsibility of their client (NCDC). He said they will not work into those areas under land acquisition since Hebou is trying to maintain sound and safe atmosphere with community members in that area or section.
They now await NCDC to completely sort out this issue for works to flow smoothly and in accordance to their schedule target. Machines are currently working on one side of the road (right side, driving from 9 Mile to Laloki) at Section 2, as they cannot access full width of the area due to land acquisition. Mr Mare said it will not stop them as they will still complete 2-lane of the 4-lane if disputes with NCDC and community residents persist. He said they will jump to work on Section 3 with the works on roundabout at Bomana junction. “We work according to programs and scheduled target that we have
prepared internally and not with the time-frame given by NCDC. It’s bit of challenging at first stage, but as we progress it becomes part of us. We are always mindful that every activities on site is not free, we have to pay for it,” said Mr Mare “At the end of the month we have to send claims to our client, which is NCDC.” Hebou’s target for the completion of this road is to control the budget, and making sure they maintain standard and quality of the road, and that is what matters the most. Hebou is using quality specification, according to Queensland Standards to construct quality roads in the city. n
Road maintenance to bolster quality cocoa production By JASON SOM KAUT Port Moresby, PNG
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ith good roads, anything is possible. Connecting farmers to markets has been a key focus for the Papua New Guinea-Australia Partnership road maintenance program, which is delivered through the PNG Department of Works. A newly awarded reseal project valued at PGK9.3m supported by the PNGAustralia Partnership will begin on 26 kilometres of the New Britain Highway from Kokopo to Bitagunan in January 2021. This will greatly improve access to markets, especially for cocoa farmers in the province. Communities in the Gazelle District are reporting an annual increase in cocoa production, bringing new and exciting opportunities to farmers in the area and drawing attention to the importance of road maintenance projects for market access across the country. Moveh Apelis has farmed cocoa in East New Britain for the last 45 years. Since 1979 he’s been formally engaged in the cocoa industry in a number of government-funded programs, NGOs and the private sector. He is now supporting 1,000 local cocoa growers as the Lead Farmer with the Productive Partnerships in Agriculture Project (PPAP).
Moveh has seen a distinct increase in cocoa production in the last five years, due largely to support for farmers from the World Bank’s PPAP. “At Kerevat alone, in 2016, Agmark recorded 6000 bags of cocoa. In 2017, it jumped to 9,000 bags and from 2018 it jumped up to 20,000 bags,” Moveh said, reciting the numbers enthusiastically. He predicts that in 2019 and 2020, the cocoa production in Kerevat has jumped from 20,000 bags to 30,000 or 40,000 bags, translating to 2,500 tonnes. With increasing production, improving access to market is essential. “If farmers are travelling on good roads, it should reduce the cost of transportation and support us to get a cleaner product to the market,” says Moveh. “But the high cost of transporting cocoa to market eats into income for farmers in Gazelle District.” There’s a clear sense of preparing for the future in the district and Moveh’s outlook is positive and ambitious. “In the near future, maybe five or six years’ time, my prediction is we will have a chocolate factory built in East New Britain, and we will have our own product here; chocolate or peanut chocolate or whatever can be made out of chocolate.” When roads are in good condition, vehicles need fewer repairs and cartage costs are reduced. n
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Department aims to construct, maintain quality transportation DOW MEDIA Port Moresby, PNG
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ne of the PNG vision 2050 aims to construct and maintain high quality transportation and communication networks and in the process connect the rural population to services. The Department of Works will play a major role in this regard as it works with other state agencies and international partners to deliver this goal. Works Secretary David Wereh said PNG land transport assets consisted of its road networks which comprises 9,000km of national roads and 21,000km of provincial and district roads. The national network is made up of 4,256km of priority roads and 4,744km of non-priority roads and has over 2,000 cross drainage structures (bridges and culverts) with the current asset value of the na-
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tional roads in their present condition at K35 billion. Wereh said a major supplement for this year’s budget was the addition of 2020 funds remaining in IFMS – mostly for subnational roads. However, he said there was a major decline in operational maintenance funding by K85.8 million compared to previous years. “The impact of this potential increase in the use of capital funding for preservation (routine and specific) maintenance,” Mr Wereh said. “The total target network achievement for the fiveyear plan period is 10,968km to be in predominantly in good condition in the national and sub-national road networks in all corridors. The increasingly poor condition of the road network is resulting in greater transport costs, which is negatively impacting businesses and national economy.” n
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