Papua New Guinea is prone to numerous natural hazards including earthquakes, volcanic eruptions, tsunami, drought, floods, tropical cyclones, landslides, the impact of climatic change and climate variability and sea level rise.  PNG is ranked within the top 6 countries having the highest percentage of population exposed to earthquake hazard, as well as having one of the highest total populations exposed to earthquake in the Asia-Pacific region. PNG also ranked close behind the Philippines, Indonesia, and Vanuatu in having the highest percentage of population exposed to severe volcanic risks. 

In addition, there is high risk of technological and human-caused disasters from oil spill, industrial pollution, unregulated and destructive land use practices and infrastructural development, as well as a rapid growth in population. Societal crisis such as civil unrest and HIV/AIDS have also made their presence known in Papua New Guinea. Many parts of PNG have a history of inter-community violence (tribal fighting) which remains common particularly in highlands provinces.

Disasters in PNG vary in speed, extent and level of impact. Natural disasters range from widespread slow onset events such as drought, which may affect the health and livelihoods of many but ultimately result in few deaths; to floods and cyclones that may have a sudden, high impact on the health and livelihoods of communities. The country has numerous small scale emergencies each year as a result of violent inter-community conflict (tribal fights), storms and disease outbreaks, which usually affect small numbers of people.

In PNG natural disasters have consistently affected key sectors of the economy such as agriculture, infrastructure and community livelihoods. In the period between 1997- 2002, 63 major calamities were reported in PNG that affected 4.1 million people. Over the past 25 years, the country has had 508 earthquake-related fatalities, 9 deaths from volcanic eruptions, 3,210 from tsunami/wave surges, 47 from cyclones, 58 from flooding, 314 from landslides, and 98 from drought. The social and economic ramifications of these many hazards is multiplied when overlaid with the high levels of vulnerability of people due to the lack of infrastructure, low human development indicators, and a high population growth rate. The highlands, with 2.2 million people, are subject to weather extremes of heavy rainfall and drought. Increasingly, landslides are occurring from population pressures on uncontrolled land use. The coastal areas and the many coral atolls are low-lying and nearly 500,000 people in 2,000 coastal villages are vulnerable to weather extremes and inundation. Over 80 percent of the population live in a rural environment and are susceptible to extremes of climate (rains and drought) related to the El Niño Southern Oscillation (ENSO).

 Scientific evidence suggest that frequency and intensity of El Niño events has increased over the last 50 years and a major El Niño event may result in severe drought conditions in most parts of PNG. Climate change is also likely to exacerbate the risk of natural hazards by causing extreme weather events more frequently and sea-level rise to magnify the impact of storm surges and waves on coastal areas. The northern portion of New Guinea mainland and the islands are vulnerable to volcanoes, tsunami, coastal flooding, landslides, earthquake and rising sea level. Similarly, with the Highlands interior and other upland areas of the country, frost, hailstorms, drought, bush-fires, and landslides are frequent. However, just as flooding and drought conditions are experienced in the entire New Guinea Islands, tropical cyclones are also common along the southern and the far eastern coastal and islands region of Papua New Guinea. On the other hand, human caused disasters maybe categorized under technological, industrial and biological hazards.

Papua New Guinea OCHA Country Overview Map_070301

Papua New Guinea OCHA Natural Hazards Risks Map_070301

Website of Emdat - Natural Disaster Database

Disaster History in Papua New Guinea

Calamities and Seasonal Affects

Capacity and Contacts for In-Country Emergency Response

Government

Disaster risk reduction and disaster management planning and implementation have been impeded by resource constraints, a serious lack of capacity in the 22 provinces/regions and their respective communities, and lack of a trained cadre of skilled disaster managers. The country’s vulnerability is made worse by incomplete hazard information, shortage of models of good practice, lack of strong legislative framework, and shortcomings of early warning arrangements and communication systems. Dual tracked disaster management and disconnect between national and provincial, ineffective devolved disaster management systems, competency

 At the national level, the development of an integrated framework will involve a whole- of-government approach to disaster risk reduction and disaster management with key agencies coordinating closely with local, provincial, national, regional and international stakeholders. Strengthening national legislative and regulatory frameworks will be necessary. Applicable and affordable models of best practices will need to be developed and adopted to support disaster risk reduction and disaster management. At the local level, partnerships between Government, Provincial Administrations, Provincial Disaster Coordinators, community groups and civil society will be necessary to support and enhance the resilience and management capacity of local communities. 

The Disaster Management Legislation

Papua New Guinea was among the first countries to adopt the Hyogo Framework for Action (2005-2015) in November 2005, but has been unable to integrate the actions into its national development priorities. The Disaster Management Plan, in place since 1987, is considered outdated and not relevant to contemporary best practices. The current operational document for response management is the 2003 National and Provincial Disaster and Risk Management Handbook, which contained information is totally outdated. The Papua New Guinea Disaster Risk Reduction and Disaster Management National Framework for Action 2005–2015 is still in draft form and has not yet been adopted by the GoPNG. However various partners and stakeholders like UNDP (PNG) and the University of Papua New Guinea have been aligning their work plans and teachings based on this Framework.

 The National Disaster Management Act of 1984 (amended in 1987) is the country’s Disaster Risk Management law and focuses only on preparedness and response arrangements during disasters. A National Disaster Mitigation Policy was prepared and approved by the National Executive Council in November in 2003 and launched in early 2004. The Policy would have created the National Environment and Disaster Mitigation Authority whose responsibilities would have included not only disaster management but environment and disaster mitigation as well.

 The National Disaster Management Plan

A Disaster Management Plan has been in place since 1987. However, this Plan was under review and is expected to be completed and endorsed by the Government in 2009. The responsibility for Programming and Projects Planning to reflect the aims and the objectives of the National Disaster Management Plan is vested on the National Disaster Committee (NDC). The National Disaster Management Plan provides guidance and direction for disaster management activities for all stakeholders and partners throughout the country, including all levels and sectors, both government and non-government. The plan has an aim, objectives and outlines the roles and responsibilities for various government levels, departments, agencies, authorities and communities. It encourages self-reliance, as it is one of the greatest assets in coping with the threat of disasters.

 The plan and Act complement each other, and they have other supporting documents such as the Mitigation Policy, Five Year Cooperate Plan, Supporting Work plans, Standard Operating Procedures, and National and Provincial Response Plans, and the PNG Disaster Risk Reduction and Disaster Management National Framework for Action 2005—2015.

Papua New Guinea National Disaster Management Plan and Structure

Papua New Guinea National Disaster Management Framework Structure

4.1 Papua New Guinea Government Contact List

Humanitarian Community

NGOs those are active in Disaster Management in PNG include the PNG Red Cross Society, OXFAM, World Vision, Salvation Army, CARE, MSF, church groups and the Council of Social Services. These organizations, active in the country with disaster and emergency programs, have representatives in most of the Provinces and Districts of the country. As part of effective coordination and monitoring of short term and long term responses, only registered NGOs are now permitted to involve in any emergency or disaster situation.

Disaster Management Team (DMT)

The Government of PNG and the UN system have also established a Disaster Management Team (DMT) mechanism, which comprises all the key agencies working on DRM with Government, including development partners, NGOs, church-based organisations, and is co-chaired by the Director of NDC and UN Resident Coordinator with a Disaster Risk Management consultant from the UN Resident Coordinator’s Office providing secretarial support.

 Some Disaster Management Team activities include in theory: following up on the implementation of the UNDAC Mission recommendations; revision of the existing national contingency plan; ensuring that coordination mechanisms are in place; and becoming the Inter-Agency Standing Committee in case of a disaster.

4.2 Papua New Guinea Humanitarian Agency Contact List

The Civil Aviation Safety Authority (CASA) of Papua New Guinea

The recent reorganization of the Civil Aviation Authority, previously responsible for all aspects of national airports, places NAC in charge of on-ground airports operations and maintenance, while PNG Air Services Limited (PNGASL) is in control of communications and navigation. The Civil Aviation Safety Authority (CASA) regulates air safety. The Civil Aviation Safety Authority (CASA) of Papua New Guinea is the government statutory authority responsible for the regulation of civil aviation and air safety. Registration of international airplanes, facilitation of emergency operations falls within CASA’s mandate.

National Information and Communications Technology Authoirty (NICTA)

The National Information and Communications Technology Authority (NICTA) is the converged regulator established by an Act of Parliament, the National Information and Communications Technology Act 2009 (NICT Act). The functions of NICTA include the issuance of all Telecommunications licences (Operator and Radio communications) as well as ensuring that provision of ICT services conform to National and International standards. The NICT Act allows for converged regulatory authority to address economic and consumer issues which were previously dealt by ICCC. The NICTA Act further created a secretariat called the Universal Access and Fund Secretariat (UAF Secretariat) within NICTA to manage donor, government and industry levies used to rollout ICT projects to rural areas and communities around the country.

National Maritime Safety Authority

The National Maritime Safety Authority was established by an Act of Parliament in 2003 as a not-for-profit statutory authority, to raise standards of maritime safety and prevent and control marine pollution from shipping services within Papua New Guinea waters.

The Authority's primary responsibilities are to undertake government regulatory functions on safety of shipping services and to meet expectations of the shipping industry, its customers and coastal communities for a safe, efficient and environmentally responsible shipping sector as it is regarded very crucial to Papua New Guinea's social and economic development. The Authority's functions and responsibilities are defined in the NMSA Act 2003 and are summarised under the following headings:

1. Maritime Safety

• Ensure a fully - functioning and effective network of maritime navigational aids;
• Ensure the availability of high-quality, up-to-date navigational charts;
• Ensure that vessels meet the safety standards required by PNG's legislation, regulations and commitments under International Maritime Organisation (IMO) conventions;
• Ensure seafarers competency through certification and documentation of work experience;
• Help to coordinate responses to distress calls.

2. Marine Pollution Control

• Issue and enforce pollution control standards in accordance with international agreements;
• Help to coordinate the clean-up of marine pollution;

3. Corporate Governance - Efficiency, Transparency, Accountability and Sustainability

• Maintain full cost recovery, control costs and ensure efficient and effective management reporting;
• Equip Staff with the skills and resources needed to carry out their tasks efficiently and effectively;
• Collaborate with international agencies, national, provincial and local governments and coastal communities;
• Keep the public, industry and the Government fully informed of the Authority's activities.

NMSA Departments: 

Departments under Technical Division

• Ships Safety & Inspections Dept
• Navigational Aids Dept
• Community Development Dept
• Hydrographic Dept

Department under Corporate Division

• Information Technology
• Finance & Administration Dept
• Human Resource Dept
• Legal Dept

Technical Departments depending from the National Port Corporation Ltd

The Engineering Department headed by the General Manager Engineering, is responsible for managing all aspects of infrastructure maintenance and development. Infrastructure includes wharves, storage areas, roads, drainage, paving, buildings and premises. Engineering is also responsible for repairs and maintenance of all buildings. The Operations Department headed by the Chief Operations Officer is responsible for managing all operational aspects of the all 16 ports to ensure that PNG Ports Corporation Ltd meets the needs of all stakeholders, achieve expected levels of productivity and efficiency and comply with both PNG regulatory requirements and international standards. Operations are also responsible for overseeing security and the management of pilotage services in all the ports. The Finance Department headed by the Chief Finance Officer is responsible for the sound financial management of PNG Ports Corporation Ltd including preparation and monitoring of budgets, ensuring compliance with PNG Legislative requirements and financial reporting. The Corporate Services Department headed by the General Manager Corporate Services is responsible for providing support to the organisation through effective of human resource management, legal services, property management and employee housing, fleet management and procurement and community affairs. The Commercial and New Business Department headed by the Chief Commercial Officer is responsible for maintaining relationships with stakeholders and developing new business opportunities. Corporate communication is a key focus for this department as the organisation seeks to rebuild its corporate reputation. The department also provides support to the organisation by way of financial and economic analysis which inform managerial decision making. Policy development and reporting on corporate performance to the Board are further responsibilities. The Information and Communications Technology headed by the Chief Information Officer is responsible for IT and communications infrastructure including hardware and software, which is vital to the organisation as data management is critical to business success and running efficient and effective port operations. Maritime Compliance division is headed by the Chief Maritime and Compliance Officer who reports to the CEO.  The division is responsible for managing and controlling the overall physical environment of the ports, harbours and the facilities that are controlled and managed by PNG Ports Corporation Limited to ensure marine, companies and communities lives are  protect and operate in a safe and clean environment. Furthermore, it is responsible for managing and maintaining the legal and regulatory compliance matters relating to safety, security and environmental concerns consistent with PNG Ports Corporation Limited policies and procedures. Business Assurance is headed by the Business Assurance Manager. Their main responsibilities are to provide assurance on the adequacy of the internal control system and in particular;

• The extent of compliance with relevant established policies, plans and procedures;
•  The adequacy and application of financial and other related management controls;
• The extent to which the PNG Ports assets and interests are accounted for and safeguarded from loss.

In other words they provide assurance to PNG Ports on best business practices and in compliance with the national statutory bodies policies and procedures like IPBC and IRC etc. 

4.1 Papua New Guinea Government Contact List

Duties and Tax Exemption

For contact information regarding government custom authorities, please follow the link below: 

4.1 Papua New Guinea Government Contact List

Information on Customs Offices and Main Offices in the Region listed by entry points can be found in the following document:

Papua New Guinea Customs Information by Entry Point and Clearing System

Papua New Guinea Customs Information for Ports

Emergency Response:

[Note: This section contains information which is related and applicable to ‘crisis’ times. These instruments can be applied when an emergency is officially declared by the Government.  When this occurs, there is usually a streamlined process to import goods duty and tax free.]

In the following table, state which of the following agreements and conventions apply to the country and if there are any other existing ones

Exemption Regular Regime (Non-Emergency Response): 

Exempted Goods

The owner must still report the import of such goods to Customs in the same way every other person is required to report imports, but where the goods would normally have attracted duty, Customs instead applies a zero rate. The power to exempt goods from duty lies with the Head of State who applies his powers, acting on advice, as stated in legislation such as the Diplomatic and Consular Privileges and Immunities Act, the Aid Status (Privileges and Immunities) Act and the Customs Tariff Act. Goods imported under any of these exemption laws are relieved from taxes and duties, irrespective of their normal classification or normal liability, provided that they are imported in specified circumstances and for specific purpose.

Diplomatic and Consular Privileges

Papua New Guinea is a signatory to the international agreement that governs the diplomatic relations between countries. This is known as the Vienna Convention. The privileges and immunities offered to foreign diplomats based in this country, including an exemption to paying Customs duties and other taxes, is exactly the same as those enjoyed by Papua New Guinea’s diplomats based in overseas missions.

Customs Tariff Act

Section 9 of the Act allows the Head of State, acting on advice, to either exempt from duty any goods provided that they are not being imported in relation to a commercial project or to substitute a reduced rate of duty for imported goods that would otherwise have attracted duty.
The Head of State has advised that the following exemptions apply with respect to:

• Goods which are imported by a community organisation, certified by the Secretary of the Department of Prime Minister as an organisation that is not engaged in any commercial activity but exclusively devoted to the public interest and relating to the advancement of education and vocational training; or the provision of medical services; and

• Goods for educational or training purposes: to be used by the education institutions or training institutions officially recognized by the Secretary for Education or the Commissioner for Higher Education; and not for sale, exchange or trade within 5 years; and which are imported on a firm and specific order; and which in the opinion of the Commissioner-General cannot be locally produced or manufactured; and certified by the Secretary for Education or the Commissioner for Higher Education to be necessary for the purposes of approved curriculum or of education or training institutions themselves; and if such exempt goods be disposed of within 5 years from the date of import without prior written approval of the Commissioner-General the duty apportioned in relation to the remaining unused period shall be payable; and when purchased on the basis of duty free quotation/tender, the sale price shall not exceed 120% of the C.I.F. value and is supported by import documents.

Other Exemptions under the Tariff Act

The Head of State has also reduced the tariff rates of duty in respect of specified goods originating from certain countries in the Pacific region and on other goods the importation of which assists local industry. For further details of these exempted goods importers are asked to contact the Tariff and Trade Branch of Customs.

Bi-lateral Treaties and Agreements

Papua New Guinea has Bilateral Trade Agreement/ Multilateral Agreements with countries and international organisations. Clauses or Articles included in the content of these agreements as per the provisions of section 8 of the Loans and Assistance Act provide for an exemption to pay Customs duties and other Tax under certain conditions. Such agreements usually impose an end use obligation where exempt duties or taxes become liable if those conditions are not met certain conditions are met.

Exemption Certificate Application Procedure: 

Exemption Certificate Document Requirements

Customs Clearance

General Information 

Customs Clearance Document Requirements

When a shipment of goods is imported into Papua New Guinea whether it is by sea, air or land, the owner of those goods must declare them to Customs. The owner or his agent (known as a Customs Agent or Customs Broker) is required to prepare and lodge with Customs an import declaration (known as an entry) describing the nature, quantity, value, supplier and country of origin of the goods imported or to be imported. This entry, containing the name, address and Tax File Number of the owner, is a legal document and any errors may attract the imposition of administrative penalties. Deliberately making a false declaration to Customs may cause the goods to be seized and the owner or agent prosecuted. The owner of imported goods should be aware that the import of some goods is restricted in that they may only be imported under the authority of a permit or license without which the goods are prohibited. The import of some other goods is prohibited absolutely.

Restrictions and prohibitions generally apply to goods such as dangerous weapons including firearms, illicit drugs, pornographic materials and copyright infringing goods. For further information please contact any Customs office.

Customs is currently modernizing its business processes and migrating to the electronic reporting system called Asycuda++, which provides Electronic Data Interchange (EDI) clearance process. This system is replacing the need to physically lodge paper-based reports and supporting documents for each shipment although at present only Port Moresby is fully electronic. Other ports are slowly being upgraded to accept the system in a graduated roll out across the country. When fully functional up to 80% of entries will be cleared without Customs intervention at the time of import, the remaining 20% either being subject to documentary or physical checks at the time of import to ensure compliance with the Customs Act. In addition to targeted cargo inspections, Post Clearance Audit (PCA) teams will conduct audits at importers premises at any time within 5 years after the goods have been imported as part of a strategy to ensure importers are honest with Customs. Customs’ compliance strategy commences with education of importers and customs agents and progresses through administrative penalties to seizure and prosecution action. Customs aim is to achieve voluntary compliance within the importing industry, which in turn will be reflected in a lesser need for Customs intervention at the time of import.

Introduction

Approximately 60% of the Papua New Guinea population resides on coasts, rivers, and swamps suitable for water navigation. The state-owned enterprise, PNG Ports Corporation Limited (PNGPCL), operates 16 large ports, 14 of which support both foreign and coastal shipping. Lae is the largest port, followed by Port Moresby. PNGPCL provides services on a commercial basis, but only two or three of the largest ports recover operating costs. Mining, construction, shipping and other private companies operate 11 or more additional ports. There may be as many as 400 additional community-owned and operated piers, jetties and landings supporting small craft use in remote communities.

PNGPCL insists on the confidentiality of its port traffic indicators.

PNG’s primary port, Lae, suffers from insufficient wharf space, limited storage capacity, and the absence of large-scale container handling equipment, while the country’s many loss-making ports have excess capacity. PNGPCL has expanded and improved Lae’s wharves and ADB is funding further expansion of the port to include a tidal basin providing sufficient capacity from 2018.

Coastal shipping services are comprehensive, employing almost 250 vessels, some of which are containerized. These ships operate between the 17 ports along the coastline of the mainland and the islands. International shipping lines operate regular freight services to and from South East Asia, Japan, Europe, New Zealand, the South Pacific and Australia.

In terms of operations management, equipment, infrastructures and operating companies,

• 6 out of 16 ports are able to host significant (as for the country) emergency operations: Buka, Kieta, Lae, Madang, Port Moresby and Rabaul
• The remaining 10 have sufficient infrastructures to act as intermediate operational hubs: Aitape, Alotau, Daru, Kavieng, Kimbe, Lorengau, Oro Bay, Samarai, Wewak, and Vanimo. Nevertheless, as their equipment is good but basic (forklifts, trailers) and in limited quantities, special attention should be paid before operating emergency activities in those ports

From a general point of view, Lae is the biggest port of the country in terms of volume of operations. It is also the one that has the best internal organization (Port Moresby port facilities being often congested), mainly relying on international operators with strong capacities. This is due to the already effective LNG projects ongoing on the Northern part of the Papuan Island.

Analysis of the Port Sector

Overview

The port sector of Papua New Guinea comprises 22 declared ports and many small wharves, jetties, and landing stages. Only the ports of Lae, Moresby, Madang, Kimbe, and Rabaul have appropriate port infrastructure and receive international as well as coastal traffic. Private organizations also establish and operate port facilities where government ports do not exist or where there are greater benefits. This is particularly the case for forestry, petroleum, mining companies, and some agricultural firms

 The fully state-owned PNG Ports Corporation Limited (PNGPCL) operates 16 of the 22 declared ports, including two ports operated by its agents. The other six declared ports are either being run by private entities or not operating.

 The PNGPCL-operated ports handle about 90% of international ships calling at PNG ports and 80% of PNG’s international and domestic cargo. The ports of Lae and Port Moresby alone account for more than 70% of the throughput of the declared ports.

Cargo Throughput

About 90% of vessel calls and more than 80% of PNG’s international and domestic cargo are handled at PNGPCL-operated ports. The increase in cargo handled since 2002 is noticeable. The ports of Lae and Port Moresby account for over 70% of the total throughput. Kimbe represents 8%, and Rabaul 6%.

Performance Indicators and Analysis

 The port sector is particularly critical for a country like PNG, a Pacific island country whose territory comprises the eastern half of New Guinea and 600 offshore islands. Of its 20 provinces, 15 are on the coast. More than 60% of the country’s 6 million people are widely dispersed across islands and coral atolls and along the banks of major rivers. There is no national rail or road network. Although 46 airports and numerous airstrips serve a network of scheduled, charter, and missionary air services, even to some very remote communities, air transport is too costly for any trips other than emergencies.

 Coastal trade, particularly outbound container cargo from Lae to other PNG ports, has been growing rapidly since 2001. Full outbound containers that year numbered 13,395 twenty-foot equivalent units (TEU); by 2005 they totaled 23,811 TEU, for an increase of 78%.

 In sum, the port sector has a crucial role in the social and economic development of PNG. It is important not only for the adequate and efficient handling of exports and imports, but also for the efficient movement of goods and persons between the remote and sparsely populated areas on the mainland and islands and the centers of economic activity.

Key airport information may also be found at: Worldaerodata website on Papua New Guinea

 Air travel is the single most important form of transport in Papua New Guinea, for the transport of humans and high density/value freight. Even today the two largest cities, Port Moresby and Lae, are only directly connected by planes.

There are 578 Airports / airstrips in PNG

• Airports - with paved runways
  • 2,438 to 3,047 m: 2
  • 1,524 to 2,437 m: 14
  • 914 to 1,523 m: 4
  • under 914 m: 1
  • total: 21

 Airports - with unpaved runways

• • 2,438 to 3,047 m:  
  • 1,524 to 2,437 m: 10
  • 914 to 1,523 m: 58
  • under 914 m: 489
  • total: 557

21 large-scale national airports managed by the National Airports Corporation (NAC) provide regular service for jet and large turboprop aircraft; 20 secondary airports are owned by provincial governments, and another 450 or more small-scale aerodromes are – since a revision of the legislation in 2007 - supposedly the responsibility of local communities, church missions, and businesses. This is a real challenge as those sub-national entities and private agencies do not have the means to maintain those – albeit crucial – facilities. As a result, those facilities are deteriorating. It is also more and more difficult to get updated information on those local airstrips, the private air operators being obliged doing assessments themselves. Other recent changes in the related legislation (for example concerning the responsibility of flights under 20 passengers given to the air companies, etc.) have a damaging impact on a sector that was previously well designed and operated.

The navigation equipment at most of the 21 national airports is old, unreliable and deteriorating. Rescue and fire-fighting services are only available at seven airports. Large aircraft introduced in recent years threaten to damage tarmac runway surfaces and endanger safety. Most national airports make financial losses on their operations. Losses from airport operations and a lack of national government funding have precluded investment in the air transport sector, although assistance from AusAID and ADB’s large Civil Aviation Development Investment Program (CADIP) MFF project is available.

The nation’s two regularly scheduled airlines focus on passenger service, carrying 1.57 million passengers to the 21 NAC airports in 2008. The flag carrier, Air Niugini, replaced smaller craft with F-100, Boeing 757s and 767s. While aircraft movements only grew 2% per annum 2005–2008, passenger traffic rose 7.5% per year. Airport safety, security, tarmac conditions, navigation equipment and communications failures often cause flight cancellations, raising airline operating costs and passenger fares.

 In terms of:

• Operations Management
• Equipment
• Infrastructures
• Operating companies actives in the facilities:

Only Jackson International Airport in Port-Moresby (POM) has the capacities hosting international operations. From a general point of view, POM is the biggest airport of the country in terms of volume of operations. It is also the one that has the best internal organization, mainly relying on international operators with adequate capacities. Except for POM, no other airport is able hosting international emergency operations; a special attention should thus be paid before operating emergency activities in any other airport.Lae has been designed as POM back-up airport but, in no sectors, could be compared to POM. This being said, a global upgrading plan exists for Lae airport, tending to improve all departments of the airport’s infrastructure (length and strength of the runways, passengers terminal) and to build new infrastructures (new cargo terminal, storage area, warehouse) In general, except maybe for POM, we recommend that any large humanitarian operation brings its own operations team and airport operational equipment to run major air, transitional storage and transhipment operations

More than 500 local airstrips exist in all remote regions of the country (complete list in Annex). As there are no centralized and updated information about the conditions of those local airstrips, we recommend:

• Using those capacities on a case by case approach
• Have a prior contact with the small transport companies regularly operating on those airstrips for ad-hoc updated information on specific airstrips
• The department of Public Works seems to be somehow in charge of those airstrips, but it was, up until now, impossible getting clear information

Civil Aviation

The Civil Aviation Safety Authority (CASA) regulates civil aviation in Papua New Guinea. The Minister of Transport establishes the rules that all:

• pilots
• engineers
• aircraft operators
• airlines
• air traffic controllers
• aerodrome operators

CASA checks that these rules are being complied with and have the power to take action if they are not. CASA monitors safety and security performance throughout the aviation community so that we can direct our safety efforts where they are needed most. CASA also produces safety publications and run safety seminars for the aviation community. The CASA establishes civil aviation safety and security standards, and monitors adherence to those standards. The CASA carries out accident and incident investigations and collates this material to establish an industry-wide safety picture. This becomes the basis of safety initiatives ranging from education campaigns to increased monitoring and regulatory action. 

PNG Air Services Ltd

Provider of air traffic services to the aviation industry and the flying public of Papua New Guinea, this includes airlines and other aircraft operators (including military and police) using PNG airspace. PNGASL delivers the following air navigation services:

• Air Traffic Control Services
• Flight Information  Services
• Communications, Navigation and Surveillance Services
• Aeronautical Information Services
• Search and Rescue Coordination Services

Papua New Guinea Air Services Limited (PNGASL) is located in Port Moresby, National Capital District. The Corporate Headquarter Office is located on the first floor of the Jackson’s Airport Domestic Terminal Building. PNG Air Services Limited has manned units at the following locations:

• Madang Airport;
• Goroka Airport;
• Tokua Airport, Kokopo;
• Kagamuga Airport, Mount Hagen;
• Nadzab Airport, Lae

PNG Air Services Limited also has facilities located at unmanned remote sites throughout the country.

4.1 Papua New Guinea Government Contact List

4.5 Papua New Guinea Airport Company Contact List

Procedures for Foreign Registered Aircraft

In PNG, the following requirements need to be applied, presented and approved before preposition of foreign registered aircraft:

Aircraft Registration and Certificate of Registration

1) Requirement for aircraft registration and certificate

• The person lawfully entitled to the possession of an aircraft for 28 days or longer shall, if the aircraft flies to, from, within, or over Papua New Guinea territory, register that aircraft and hold a valid certificate of registration for that aircraft from—
  •  the Director; or
  •  the appropriate aeronautical authorities of a Contracting State; or
  •  the appropriate aeronautical authorities of another State that is party to an agreement with the Government of Papua New Guinea or the Civil Aviation Authority of Papua New Guinea which provides for the acceptance of each other's registrations.
•  No aircraft shall be registered in or remain registered in Papua New Guinea if it is registered in any other country.

 B.    Application for registration and grant of certificate

• An application for registration of an aircraft and for the grant of a Papua New Guinea certificate of registration shall be made by, or on behalf of—
  • the person who is lawfully entitled to the possession of the aircraft for 28 days or longer; or
  • the person who, on a date specified in the application, will be lawfully entitled to the possession of the aircraft for 28 days or longer.

• The applicant shall complete form CAA 47/01, which shall require—
  • the manufacturer, model and serial number of the aircraft; and
  • the name and address for service in Papua New Guinea of the person specified in paragraph A.a. or A.b. and
  • such further particulars relating to the aircraft and the person specified in paragraph A.a. or A.b. as may be required by the Director— and submit it to the Director with a payment of the appropriate application fee prescribed by regulations made under the Act.]
    
    
• The Director may require the applicant, or, where the application is made on behalf of a person, that person, to produce all or any of the following, as may be reasonable in the circumstances:
  • evidence of the manufacturer, model and serial number of the aircraft:
  • evidence of the identity of the person specified in paragraph A.a. or A.b.:
  • a statutory declaration by the person specified in paragraph A.a. or A.b. that that person is, or on a date specified in the application will be, lawfully entitled to the possession of the aircraft for 28 days or longer.
    

C.    Registration and grant of certificate

• An applicant is entitled to have an aircraft registered and is entitled to the grant of a Papua New Guinea certificate of registration if the Director is satisfied that—
  • the aircraft is not registered in any other country; and
  • the person lawfully entitled to the possession of the aircraft for 28 days or longer is a fit and proper person in accordance with Section 50 of the Civil Aviation Act; and
  • the granting of the certificate is not contrary to the interests of aviation safety.
    
• If the Director is satisfied that an applicant complies with the requirements of paragraph (a), the following details shall be entered in the Papua New Guinea Register of Aircraft—
  • the date of registration; and
  • the description of the aircraft given in the application; and
  • the name and address for service of the person lawfully entitled to the possession of the aircraft for 28 days or longer; and
  • the registration mark allocated to the aircraft by the Director.

Complete information on Aircraft Registration and Marking can be found in PNG Civil Aviation Rules - Part 47 -

Aircraft Registration and Marking - Effective 1 January 2004.

Air Operator – Certification

• An applicant for the grant of an air operator certificate shall follow the prescriptions detailed in PNG Civil Aviation Rules - Part 119 - Air Operator – Certification - Effective 1 January 2004.

Regulated Air Cargo Agent – Certification

• An applicant for the grant of a regulated air cargo agent certificate must complete form CAA 109/01
• And follow the prescriptions detailed in PNG Civil Aviation Rules - Part 109 - Regulated Air Cargo Agent – Certifications - Effective 1 January 2011.

Foreign Air Operator – Certification

• An applicant for the grant of an air operator certificate shall follow the prescriptions detailed in PNG Civil Aviation Rules - Part 129 - Foreign Air Operator — Certification - Effective 1 January 2004.

Other Legislation

• Other legislation texts can be found on http://www.casapng.gov.pg/Legislation.html
• In case of emergencies, CASA team will bring strong support to the humanitarian operations and facilitate the different processes in order not to delay the operations 

Additional Information:

Papua New Guinea Air Operator – Certification

Papua New Guinea Foreign Air Operator — Certification

Papua New Guinea Regulated Air Cargo Agent - Certifications

Papua New Guinea Aircraft Registration and Marking

4.1 Papua New Guinea Government Contact List

The land transport system comprises the national road system (8,762 km), provincial (approximately 8,100 km), and perhaps another eight thousand district, local and other roads, and eight hundred bridges. The national road include 3,335 km of designated “roads of national importance,” often called “priority roads,” and the focus of most maintenance and improvement efforts. There are 2,647 km sealed roads, almost all in the national system. Central Western Highlands, Eastern Highlands, East Sepik, Madang and West New Britain have the most extensive networks. Apart from the Highlands Highway linking Lae with Goroka, Kundiawa, Mount Hagen, Mendi and their hinterlands, most of the national network is discontinuous, serving the relatively well-developed areas around the main commercial centers. The poorest parts of the country are the most poorly served by the road network.Geographic features, most noticeably several very large rivers, divide the road system into several distinct networks. The road system’s length has not increased since 2000. The government’s current policy is to improve the existing road network, rather than expand it (expansion would deny maintenance funds to existing roads and result in a net system loss. Landslides, floods and other natural disasters are frequent, necessitating repeated emergency works. Roads conditions are generally not good, but the Department of Works (DOW) has made considerable progress in maintaining, rehabilitating and upgrading national roads. The length of national roads classified in “Good” condition (according to the DOW’s RAMS database) rose from 17% in 2004 to 32% in 2010. Today, 48% of the priority roads are in good condition.

There are no reliable up-to-date traffic counts. In general roads are confined to major centres with limited inter town highways. Due to a lack of regular maintenance, some highways and most of the feeder roads have deteriorated to such an extent that they are only accessible by 4wheel drive vehicles. The smaller feeder roads which link the main roads are mostly unsealed and in the rural areas the traditional bush tracks are still the only roads available.

The main highways are:

• The Okuk Highway (formerly Highlands Highway): Runs from Lae through to Goroko, Mt Hagen and Madang
• Hiritano Highway: Runs from Port Moresby through to Kerema
• Magi Highway: Runs from Port Moresby through to Aroma coast

There is no road connection between Port Moresby and the Highlands and the MOMASE region (Morobe, Madang and Sepik provinces). Other roads link major towns in several islands, like in New-Britain. Here also, it is extremely difficult receiving updated and comprehensive information from a centralized agency. The only land border crossing is between Vanimo in Sandaun Province and Jayapura in Papua Province (West Papua), Indonesia. This border (PNG 9am-5pm, Indonesia 8am-4pm) is open and operating pretty smoothly, but it has a history of closing at short notice so check in advance.

Urban Transport

Traffic levels are very low: 74 percent of the national network carries less than 500 vehicles per day and 89 percent less than 1,000 vehicles a day. Traffic on the provincial and lower-level networks is much lower.

Rural Transport

The impact of deteriorating accessibility on life in rural communities is evident in lower standards of health and education, declining availability of goods and services, and high-cost and unreliable transport services. Whereas in the past people could carry a basket of vegetables or bag of coffee for market to the nearest road-head knowing that a transport service will be available there, they now risk finding none available and their produce going to spoil. The sick can no longer be assured of access to a clinic or hospital, and the medical services available there have deteriorated too, partly due to the increased costs of transport. Accessibility standards are declining. Already some 35 percent of the population lives more than 10 km from a national road and 17 percent from any road at all, and the roads are getting worse. As roads have deteriorated, transport costs have increased from 40 and 60 percent in real terms. Fewer market opportunities are available and people can afford fewer daily necessities. People are often reverting to a subsistence living or deserting the rural areas for the limited prospect of employment in urban centres. Health and education indicators are generally falling and government control is weakening.

Roads, especially in rural areas, are in poor condition. Other common safety risks on PNG roads include erratic and drunk drivers, poorly maintained vehicles and over-crowded vehicles. The rugged topography comprising large and complex mountain chains, swamps, rivers and remote islands, presents a daunting challenge to transport. There are currently no roads linking the capital with the north coast or Highlands where the majority of people live. Internal transport is by air and sea; this makes the movement of goods and people expensive and constrains the development of internal markets.

Furthermore, much of the existing infrastructure is quickly deteriorating as a result of insufficient maintenance. The main highway from the northern port of Lae into the populous highlands region is frequently impassable. The costs of poor road maintenance are borne by truck operators in high operating costs and insurance rates. Huge donors funded infrastructure maintenance and repair programs do not reach their objectives due to delays in implementation. The 8,700 km of national roads constitute the backbone of the road system. There are about 1,000 km of provincial and district roads that link provincial economic and population centres and provide access to the rural areas. Thousands of kilometers of minor rural roads built from 1950 to 1970, connecting rural areas with the main road networks, are badly deteriorated. About half of all feeder roads in the country have become impassable to any vehicles carrying significant loads. Sealed roads have degenerated to poor gravel roads, gravel roads have reduced to earth tracks, and some routes have closed altogether. By 2005, only about 37% of the overall road network (about 8,400 km) was in a maintainable condition (i.e., capable of receiving routine maintenance attention), and about half the network required some significant rehabilitation, restoration, or reconstruction to make the roads trafficable. Much of the past investment in road rehabilitation and upgrading had been lost through subsequent maintenance neglect. AusAID and ADB are giving significant support to the GoPNG to try to address this issue.

Please note:

• In recent decades, there has been no increase in the number of kilometres of paved roads
• Security constraints (attacks, crimes) are obvious using the main highways
• Those highways cannot reach the majority of the villages, even if not too far from the main highway journey
• Aair assets to reach the final delivery destinations from the highway’s intermediate hubs is advisable

Road Construction / Maintenance

Responsibility for roads is shared between the national government, 19 provincial governments and the National Capital District Commission (NCDC). At the national level, the Department of Works (DOW) has Offices of Works (POOWs) in the provinces and the National Capital District (NCD), each managed by a Provincial Works Manager (PWM). The PWMs are responsible for maintaining all national roads in their province. When funds are available – which is not often – this is usually done on a project basis (the work usually involves some rehabilitation) by local contractors, but most POOWs also have a small day labor force for limited routine activities. Development and maintenance of provincial roads, when done at all, are carried out by Provincial Works Units (PWUs) under the control of provincial governments. These units are quite small and have limited technical capabilities. Local rural and urban roads are managed by local or municipal administrations with very few resources.

Because of limited budgets, few new roads have been built in recent years, other than in urban areas. By default, priority has been given to emergency repairs and rehabilitation, the latter mostly with donor assistance. Following pressure from users and donors, and with a growing recognition of the economic costs imposed by poorly maintained roads and bridges and the significant benefits of preventive maintenance, efforts have been made to develop improved systems and procedures for asset management. At the same time, options for establishing a more reliable system for funding road and bridge maintenance have been reviewed.

Road Classification

Distance Matrix

The main highways are:

• The Okuk Highway (formerly Highlands Highway)
  • Runs from Lae through to Goroko, Mt Hagen and Madang
• Hiritano Highway
  • Runs from Port Moresby through to Kerema
• Magi Highway
  • Runs from Port Moresby through to Aroma coast

Road Security

Security Level: Bad

Roads, especially in rural areas, are in poor condition. Other common safety risks on PNG roads include erratic and drunk drivers, poorly maintained vehicles and over-crowded vehicles.

Weighbridges and Axle Load Limits

Weighbridges are found on the main highways. The most important transport companies and factories in the country also have their own weighbridges.

• All combinations other than those listed need application to the nearest NRA offie.
• During controls, should the vehicle gross exceed the maximum weight authorized, the liquid allowance will be lost

Bridges

There are +/- 800 bridges classified on the national system, often in a very bad condition (except on the Highlands Highway). For example, nearly all the bridges on the Bougainville Northern coast highway are broken since years

Papua New Guinea Transport Corridors

Overview

Due to inadequacies of the road network and the expensive air services, sea transportation remains the most practical means of servicing the coastal and island locations. There are scheduled passenger ships that run between Lae, the Momase and the islands region. There are also scheduled passenger services between Bougainville and the islands.

Inland Waterways

According to 2003 data, the inland waterways are thought to amount to some 10,940 km. Under the National Transport Development Plan 2001-2010, the main aims were to:

• Fund the economically feasible costs of maintenance, rehabilitation and construction of maritime facilities and the improvement of Navaids and boat services.

• Establish a sustainable program to maintain the existing transport infrastructure such as ports, wharves and jetties, ramps, landing areas, pontoons and warehouses.

• Ensure that half the total expenditure in water transport is devoted to maintenance of facilities and assets.

Just as for roads, budget allocations have not kept pace with needs. There is a substantial backlog to be dealt with.

Coastal Shipping

With its dispersed population, Papua New Guinea’s coastal shipping services takes on special significance in providing access to rural communities. Innumerable small wharves, jetties and beach landings provide the basic infrastructure for maritime services, but the majority of these is in poor condition and carries very little traffic.

The ports serving Port Moresby, Lae, Madang, Kimbe, and Rabaul carry international and coastal traffic and have a reasonable level of infrastructure, but lesser ports, ranging from those at Wewak, Kavieng, Oro Bay and Alotau to mere timber jetties and beach landings, provide only a basic service for coastal traffic and are often unusable in bad weather. Many landings involve loading and offloading over the ship’s side from/to small village “banana” boats and canoes. Madang, serving many small coastal vessels, and Kimbe, serving agricultural exports, are the most frequently visited ports, but Port Moresby, Lae and Rabaul handle the most cargo; most imports pass through Lae and Port Moresby.

Lae is the main import/export point for the populous Highlands region, the goods moved from/to the port by road. Annual throughput by the major ports has been growing at about the rate of population growth with import/export tonnages (increasingly containerized, but also including a growing logging trade) accounting for about a third of the total and most of the growth. Passenger cruise visits have started to grow, albeit from a low base. Coastal passenger operations are significant between the larger centers like Lae, Madang, Kimbe, Kavieng and Buka, but recent falls in traffic have led to some service reductions. Community-based services also extend to many smaller coastal villages, often in small, open, over-loaded craft operating over stretches of open sea without safety facilities or navigation aids.

Coastal services are of several types provided by: primary shipping lines, with scheduled or semi-scheduled services mostly focusing on the major ports; secondary shipping lines, also providing scheduled or semi-scheduled services to a mix of large and small ports; specialized, smaller and often regional shipping companies providing specific services to industry, including charters; operators of small commercial craft providing general goods and passenger services; community based organizations providing semi-commercial services mostly for their own members; and subsidized provincial government services.

For the most part, even between Port Moresby and Lae, the coastal routes are poorly-equipped with navigational aids (Navaids). The Fly River and its estuary is an exception; there, Navaids are maintained by private mining and oil companies. Elsewhere, local companies and community groups operate largely without charts or Navaids and rely on the local knowledge and skills of their ships’ masters. Sudden storms, mangrove swamps, shifting mud and sand banks and floating obstructions make journeys hazardous. Simple, low-cost Navaids would significantly reduce the risks involved.

Sea Transport Routes

To Provincial Ports

• • Lae,  HUB
  • Port Moresby
  • Aitape,
  • Alotau,
  • Buka,
  • Daru,
  • Kavieng,
  • Kieta
  • Kimbe,
  • Lorengau,
  • Madang
  • Oro Bay,
  • Rabaul
  • Samarai,
  • Vanimo,
  • Wiewak
    

The Community Water Transport project

The Community Water Transport Project is engaged (inter alia) in establishing and supervising the operation of subsidized transport services by water to remote communities that do not currently have adequate cash incomes to support fares for transport at the level of full operating cost recovery. A scheme of voluntary commercial contracts between the Government of PNG and private shipping operators to provide subsidized shipping has been devised and is being established in phases.

The phase 1 franchises, let in 2009 for a period of 3 years, consist of the following routes:

• Sepik River in East Sepik Province
• Huon Coast of Morobe Province and Oro Province
• South Coast of East and West New Britain
• South East Coast of New Ireland
• Ramu River in Madang Province
• Western Province

Depending on the success of these initial franchises and also the funding generated by the Community Water Transport Trust Fund, supplemented by GoPNG budgetary appropriations, a second and subsequent phases may be possible. Routes to be served in the second phase of franchises would be expected to cover additional remote communities that were not included in Phase 1.

4.1 Papua New Guinea Government Contact List

Papua New Guinea Storage Assessment

Except the ones belonging to the private transport companies (for short term operations) and the Defence Forces, there is nearly no warehousing capacity existing in the country. While the transport companies use their storage capacities to the upmost, some may be keen to provide ad-hoc support in time of emergencies. The only storage capacities found in the country are using containers. The containers are bought, most of the times.

This can be explained by various reasons:

• • The security issues, as warehouses are more fragile than locked containers
  • The costs, as the costs related to the whole building industry in the country are beyond understanding, nearly nobody is able paying for a proper warehousing system

Commercial Storage

The PNGDF Storage Capacity
The PNGDF has several storage capacities (usually huge warehouses) at central hubs locations (Lae, POM)
The PNGDF has a history of providing services to the humanitarian and development agencies (AusAID) for free temporary storage. During emergencies, upon prior agreement with the GoPNG, agencies may thus use those facilities.
Contacts with the authorities for accessing the PNGDF storage capacities need to go through the NDC.

Storage Used by Humanitarian Organizations

During Emergencies
Beyond using the very few PNGDF capacities at central hubs locations, a real problem of storage capacities exist in the country. In order to address that, and having noticed that airports areas are usually very large and secured, discussions held with the National Airports Corporation indicate that a real possibility exist to set up MSUs in airports premises. This will need to be further made official.

Contingency Stocks
Only a few agencies have a kind of pre-positioned stock of humanitarian items (= Contingency Stocks). Usually those agencies have 2 to 4 containers full placed in various locations in the country, most of the time close to the agency’s operations area.

Cold Chain

All PNGPCL managed ports have power capacities for reefer containers. However, this service is not intended for long time storage. As for any other goods, ports authorities allow only 5 days free storage in their premises.
The GoPNG is managing a network of central and areas “medical stores”. These stores are located in several key locations (Madang, Lae,Port-Moresby) and benefit from cold storage facilities. Humanitarian agencies may, upon prior agreement with the Department of health, access those facilities.

Papua New Guinea Milling Assessment

Approximately 150,000 tonnes of flour are sold each year in the PNG flour market. The market structure consists of:

• Two companies who mill and distribute flour products ;
• A small number of companies who import flour, packaged flour and premixes, including products for commercial consumers; and
• Wholesalers and retailers who supply flour products to both commercial and household consumers.

The 2 flour manufactures in PNG import raw wheat. They, then, mill, pack and distribute flour products in the markets. In addition to the two manufacturers there are a number of importers in PNG, normally wholesalers that import flour products and premixes for distribution around the country.

The two flour millers in PNG are:

• Associated Mill Limited (AML) - a subsidiary of Goodman Fielder PNG
• Niugini Tablebirds Ltd (NGTB) - a subsidiary of Mainland Holding Limited.

Both flour manufacturers have their products distributed nationally. AML has mills in Port Moresby and Lae. NGTB has a mill in Lae. Customers of the mills purchase their flour at the factory gate price and then arrange for transport to their main distribution points, thereby incurring further on-costs such as additional sea and/or road freight charges. Under the 2005 price monitoring arrangements, these transport costs were monitored by the Commission. The freight on-costs from the main distribution points to more remote areas were not monitored by the Commission.

Further generic information on the milling sector of PNG can be found in the following document:

Papua New Guinea Milling Assessment Additional Information

Milling Company Associated Mills Limited

AML is a subsidiary of Goodman Fielder PNG which owns 74% of AML’s shares. The remaining shares are held by Melanesian Trustee Services Limited on behalf of the Pacific Balanced Fund. AML operates 2 mills, one in Lae and another in Port Moresby. AML distribute flour products nationally under the brand names “Flame” and “Mothers Choice.” Their products come in pack sizes ranging from 1kg to 50kg and are mainly sold for household use and commercial use such as biscuit companies, food processors and bakeries. AML provides employment to a total of more than 520 Papua New Guineans both in Lae and Port Moresby.

Milling Company Niugini Tablebirds

NGTB is wholly owned by Mainland Holdings Limited. The company established a flourmill in Lae in 2000 and produces flour products under the “3 Roses” brand for national distribution. In addition to flour production NGTB operates other business such as chicken farming and processing and the production of animal food products such as stock feed and chicken pellets. NGTB’s whole operation is estimated to employ 1,000 Papua New Guineans.

Like AML, NGTB mills and sells flour in pack sizes ranging from 1kg to 50 kg bags for the household and commercial markets however NGTB’s main market is commercial users who buy larger pack sizes. Only Niugini Tablebirds mill was assessed. Beyond the flour mill, Mainland Holding has a comprehensive range of products and services:

• Chicken production
• Stock feed for animals
• Fresh table eggs production
• Crocodile Farm
• NG Coffee, Tea and Spices company

Niugini Tablebirds are also involved with the following:

• Abco truck transport company
• Fuel Electrical Power plant
• Properties Management
• TPL : Bag production company

59 people employed in the mill, additional in the transport and bagging companies, + marketing and sales department. Total for Mainland Holding +/- 1,000 people.

Papua New Guinea Fuel

Papua New Guinea is a petrol producer, even if the capacities are limited and the reserves decreasing Companies’ exploration and production are mainly located on the New Guinea Island. For example, InterOil has 3 onshore exploration licenses in Papua New Guinea.

Information on oil refining, facilities and major subcontractors can be found in the following document:

Papua New Guinea Fuel Additional Information

Fuel Pricing

The ICCC plays an active role in monitoring the ex refinery price of petrol, diesel and kerosene prices in PNG and also domestic transport costs. The wholesale and retail margins component of fuel prices is price controlled in PNG and the margins are determined by the ICCC following a public inquiry.

The level of fuel prices in PNG is determined by a combination of factors, These include:

• international refined petroleum products prices
• the PNG kina / Unites States dollar exchange rate
• international shipping freight rates
• domestic shipping and road freight rates
• wholesale and retail margins
• excise duties
• Goods and Services Tax (GST)

Information on main influences on fuel price movements can be found in the following document:

Papua New Guinea Fuel Additional Information

Seasonal Variations 

Fuel Transportation

How is internal transportation of fuel products carried out?

• Essentially by boat from Napa Napa to the main provvincial ports.
• From POM and Lae sea ports, land transport is ensured to reach the Highlands areas

The road networks is such that the demand is lower that what it could be. On the other hand, the unreliable supply of electricity lead all the major companies and residences to have their own electricity production capacity, from generators to real fuel power plants of several MegaWatts.

Is the transportation infrastructure and fleet sufficient to handle current domestic needs as well as increased demand from the humanitarian community? Yes

Standards, Quality and Testing

Papua New Guinea Transporters

Transport Market Overview

Transport in PNG relies more on coastal shipping and air operations than on the roads.

Sector Road Map

The poor condition of Papua New Guinea’s transport infrastructure inhibits mobility and makes basic services inaccessible to many households. A nation’s productivity and competitiveness is partly a function of its ability to move people and goods efficiently to markets. PNG’s fragmented transport network system limits the markets producers can sell to, fosters local monopolies, and raises costs considerably.

Transport Companies

The major operators, whether they are specific transport specialists (Steamships, Consort, Swire, Agility, Express Freight Management, etc.) or important industrial actors (Mainland Holding, etc.); are all trying to run different transport activities. The only sector that remains very specific is the air transport sector, where the companies present are only implementing this kind of operations.

For a list of companies offering air transport, sea transport, coastal shipping or logistics operations, please select the following document:

PNG Transporters List

Papua New Guinea Additional Service Providers: Vehicle Rental, Taxi Companies, Freight Forwarding Agents, Handling Equipment, Power Generation and ISPs

4.2.5 Papua New Guinea Additional Service Provision Contact List

Vehicle Rental

For a list of vehicle rental companies, please select the contact list given above.

Taxi Companies

For a list of vehicle rental companies, please select the contact list given above.

Freight Forwarding Agents

They are plenty FF companies, mostly in towns surrounding the main mining sites (Lae, Port-Moresby, New Ireland province, etc. Furthermore, coastal shipping becoming more and more important, some FF companies are present in nearly all the provincial capital towns. For a list of freight forwarding agents please select the contact list given above. Further background information on the availability of transport can be found in the following document: Papua New Guinea Additional Service Providers Additional Information

Handling Equipment 

For a list of handling equipment agents, please select the contact list given above. Further information on these contacts can be found in the following document: Papua New Guinea Additional Service Providers Additional Information

Electricity and Power

In Papua New Guinea (PNG), less than 10% of the population has access to electricity. Where power is available, generally in the main urban centers, the supply is often unreliable. Access to electricity is very limited in off-grid rural areas. Lack of access to affordable, reliable power is limiting economic growth in urban areas, constraining growth in smaller urban centers and contributing to poverty in rural areas. Currently, there are two main separate power grids in Port Moresby, and in the Lae, Madang, Highlands areas (the Ramu grid) as well as a number of smaller grids servicing the smaller urban centers. Because of the unreliability of the power supply, there is considerable self-generation and back-up generation capacity in urban areas; maintenance and operation costs are high and efficiencies low. PNG has about 580 megawatts (MW) of installed generation capacity, including hydropower (230 MW, or 39.7%), diesel (217 MW, or 37.4%), gas-fired (82 MW or 14.1%), and geothermal (53 MW or 9.1%). There are a number of private sector power generators currently operating in PNG, including:

• Hanjung Power Ltd, a private company that operates a power station (26.4 MW) supplying the Port Moresby grid;
• PNG Sustainable Energy Ltd, which operates a number of rural grids in Western Province and is expanding operations to other parts of the country;
• Mining operations that maintain significant levels of self-generation capacity.

In addition:

• Provincial governments have responsibility for maintaining a number of stand-alone rural generation facilities (C-centres),
• Churches provide electricity to some off-grid villages,
• The larger mining sites sometimes provide power to adjacent communities.

For more generic information on electricity availability in PNG, information on electricity generation, electricity distribution and supply electricity, please select the following document:

Papua New Guinea Additional Service Providers Additional Information

Internet Service Providers (ISPs)

For a list of internet service providers, please select the contact list given above. Further information on these contacts can be found in the following document:

Papua New Guinea Additional Service Providers Additional Information

Papua New Guinea Telecommunications 

Although PNG has a relatively advanced telecom network, tele-density as well as mobile and Internet penetration remains very low. Telecoms infrastructure is limited to the major urban centres of Port Moresby, Lae and Mt Hagen leaving rural areas very poorly served. In order to address this, a private company, Digicel, is building a US$500 million mobile network, across PNG. The state owned company, Telikom, is also extending its network to rural areas for both land and mobile systems, using V-Sats powered by solar systems.

Further generic information on the telecommunications sector in PNG can be found in the following document:

Papua New Guinea Telecommunications Additional Information

Telecommunication Regulation

The department in charge of telecommunications regulations is: National Information & Communications Technology Authority (NICTA) NICTA. The NICTA is the converged regulator established by an Act of Parliament, the National Information and Communications Technology Act 2009 (NICT Act). The functions of NICTA include the issuance of all Telecommunications licences (Operator and Radio communications) as well as ensuring that provision of ICT services conform to National and International standards. The NICT Act allows for converged regulatory authority to address economic and consumer issues which were previously dealt by ICCC. The NICTA Act further created a secretariat called the Universal Access and Fund Secretariat (UAF Secretariat) within NICTA to manage donor, government and industry levies used to rollout ICT projects to rural areas and communities around the country.

The Department of Communication and Information (DCI) has jurisdiction over information services, policy, research and development, and provides support services for the Minister for State Enterprises and Information, and, recently, privatization function. Its primary responsibilities include collecting, collating, and disseminating government development information to information and educate the general public, research and develop information and communication policies, and coordinate among the communication entities on the implementation of related policies.

Existing Humanitarian Telecoms Systems

In PNG there are numerous telecommunication systems for use by emergency agencies. Communication between national agencies is limited to land or mobile telecommunications. At the national level, communication between the NDC and PDCs is via the Health Department radio communications network. The NDC utilizes the Health Department Radio Communication Network to relay warning/forecast messages to the provinces during times of emergencies. PDCs play an important role in disseminating information to communities and national agencies during emergencies.

Further information on emergency telecommunications, findings and recommendations of the author of this LCA can be found in the following document:

Papua New Guinea Telecommunications Additional Information

Papua New Guinea Food Suppliers, Accommodation and Other Markets

4.2.5 Papua New Guinea Additional Service Provision Contact List

Main Food Suppliers

PNG Food Production

• A small proportion of land can sustain cash crops, including coffee and cocoa (arable land: 0.49%)
• Permanent crops: 1.4%
• Other: 98.11% (2005)

Main Production

• Coffee, cocoa, copra, palm kernels, tea, sugar, sweet potatoes, fruits, vegetables, vanilla; shell fish, poultry, pork.
• Rice is becoming a staple food.
• The food market is - except for flour & rice on the import side and coffee & tea for the export - not organized as an industry with organized & stabilized food pipelines.
• Even if nearly all food products may be found in the country, the local suppliers only maintain a minimal stock and are not ready signing stand-by agreement or buffer stocks agreement with the humanitarian agencies.

For a list of the main food suppliers, please select the following document:

PNG Local Supplies Market List

Accommodation

For a list of accommodation providers in the country, please select the contact list given above.

Papua New Guinea Government Contact List

Papua New Guinea Humanitarian Agency Contact List