THE PORT AT PRONY

 

• The choice of maritime transport
• The choice of site
• The choice of design
• Port infrastructure
• Port operation

The industrial complex will need port facilities as much for the supply of fuel and raw materials as for the export of its finished products - nickel oxide and cobalt carbonate.

During the construction phase, the majority of imported materials, including the factory modules and related installations built abroad will come through the port.

The choice of maritime transport

The Goro Nickel project is going to generate new goods traffic during both construction and mining. To meet requirements for safety and profitability, the creation of a port, rather than use of the road network, was envisaged from the time of the first studies.

This port will prevent millions of tonnes of freight being transported on Southern New Caledonia's dangerous roads and will make it possible to develop more competitive logistics. Studies and the design of this port meet international standards.

The choice of site

Two requirements led to the decision to choose the bay at Prony - the proximity of the industrial site, which is essential, and concerns about causing minimal impact on the environment, in particular the marine environment. As it is sheltered from the wind and there are no coral reefs, the natural bay at Prony appeared well adapted.

The choice of design

In order to respect the natural environment to the maximum and to minimise construction costs, the port was designed to be as compact as possible. It uses 11.7 hectares of public land . Its impact on the land has been reduced through the design of minimal sized storage areas and quays which are located over the sea. Because of this design, major dredging during construction was avoided (2 800m3 only).

Port infrastructure

The port comprises two main quays which form an L-shape. It was built using structures set on piles with a prestressed, precast deck. It was not necessary therefore to fill the bay and the impact on the sea floor has been limited.

• A quay for miscellaneous bulk goods: this has been designed for receiving miscellaneous bulk goods and bulk liquids (hydrocarbons). It will also be used for loading finished conditioned products in freight-containers. It is 90m long and can accommodate ships with a maximum draught of 11m (35,000 tonnes max.)

• A quay for dry bulk: this has been designed for receiving coal for the power station, sulphur for manufacturing acid and limestone for neutralising effluent. It is designed to accommodate bulk carriers of 55,000 tonnes with a maximum draught of 12.2 m. The quay is 177 m long and is linked directly to the factory by a 3km long conveyor.

• A wharf: this embanked quay is for lighters and the ferry which transports staff to the site.

• An office area including an office which can be used on a casual basis by different government bodies (customs, phytosanitary, etc).

• A terminal for containers

• A terminal for hydrocarbon storage.

Port operation

Maritime traffic generated:

During the construction phase, the modules for the industrial complex, which have been built mainly in the Philippines for assembly on-site, will be transported by sea. 
There will be an average of three deliveries per week to the port at Prony. 

During the mining phase, the raw materials needed for processing ore and the fuel needed for the power station will be delivered to the port at Prony.  Finished cobalt and nickel products will be exported in sea-freight containers.  Two to three ships per week are expected during this phase.

To meet production needs, an estimated 2 million tonnes of dry bulk (sulphur, coal and limestone) and liquid bulk (LPG and heavy fuel oil) will come through the port at Prony each year. 

The miscellaneous bulk goods quay will process more than nine thousand 20 foot containers.  50% of these will be loaded with finished products for export from the factory.

Port safety plan:

Appropriate navigation aids (guide lights and markers with submerged floats) have been put in place in conjunction with the Lighthouse and Beacons Department of the New Caledonian Infrastructure and Transport Authorities (DITTT).

Two tugs ensure the safety of ships when landing and leaving the port -the Cap N’Doua, with a pulling force of 40 tonnes, which is the most powerful and also has a fire fighting system, and the Port Boisé, with a pulling force of 15 tonnes.

 

The ISPS code:

Maritime Security has become a major concern for most countries and new rules have been developed under the IMO (International Maritime Organisation) www.imo.org. These have been collated in the International Ship and Port Facility Security Code (ISPS code). As an international port, Prony has developed a plan to meet these requirements and is currently awaiting authentication from the relevant authorities.

 

Emergency plans:

As the port will be handling potentially dangerous materials, a maritime emergency plan has been developed. The purpose of this is to prevent any form of pollution and failing this, to respond as quickly and effectively as possible. Nothing has been left to chance - floating barriers will be operated, personnel have been trained and efficient coordination measures, within the framework of the marine pollution plan (POLMAR), are in place with the commanding officer of the Navy.

 

Stevedoring:

All loading and unloading operations at the Prony port are handled by logistics operators from Goro Nickel.  These teams are made up of people from New Caledonia who have received the appropriate training.  Particular attention is paid to safety during these operations.

Contact : Prony-Port@valeinco.com