Summary
Content
Transport Corridors
The information on transport corridors has been compiled by UNJLC from a variety of sources including humanitarian aid organizations in the private sector
Current Corridors
EASTERN CORRIDOR:
(Mombasa – Nairobi – Lokichoggio – Kapoeta – Torit – Other Destinations)
Mombasa Port:
Goods Receipt: At times the port experiences congestion due to the arrival of large volumes of commercial cargo, predominantly in the first quarter of the year. The port also has problems with old equipment and occasional labour disputes.
Customs: Customs clearance is normally carried out through appointed Clearance and Forwarding agents. The estimated average time for clearance, inclusive of inspection (for containers) is about 5-6 working days. Clearance of containerized cargo can also be carried out at the two Inland Container Depots at Nairobi/Embakasi, and Kisumo.
Storage: Storage requirements in the port are primarily for bulk commodities. The inland container depots were created in response to the increase in containerized cargo and to take the resulting pressure off the container terminal at the port. Containers do not normally require long storage at the port.
Goods Dispatch: The bulk of cargo is dispatched by road; only about 18% is dispatched by rail to the two inland container depots.
Transit Cargo: Goods in transit for South Sudan require special treatment and must be accompanied by custom officials to the customs bonded warehouse in Lokichoggio. Most agencies import supplies to Kenya for re export to South Sudan through Lokichoggio, where Kenyan customs have a presence.
Gaps and Problem Areas: The port of Mombasa remains the preferred port of entry for import of commodities in support of South Sudan. It should however be noted that interruptions in port operations happens that are outside of the control of both the importer and their appointed clearing agent. The port requires new handling equipment, proper maintenance and repair facilities. These issues, and occasional labour disputes, may result in long delays in clearance.
Mombasa – Nairobi – Lokichoggio:
Railway Transport: The Kenyan railway is both slow and unreliable, with limitedmaintenance and repair. Operational rolling stock is also limited. The railway goes from east to west and therefore does link with Lokichoggio. Transshipment to trucks would therefore be necessary. For these reasons, the railway is not an option for agencies importing container loads or bulk cargo for South Sudan via Lokichoggio.
Road Transport: Road transport is the preferred mode of transport between the port of Mombassa and Lokichoggio. The road between Mombasa and Nairobi was severely damaged during El Nino has been repaired and is in acceptable condition. Some sections of the road between Nairobi and Lokichoggio are severely affected during the rainy seasons, and emergency repair is a yearly event.The Kenyan commercial transport fleet is large and, generally speaking, reliable. Transport rates are high due to expensive spare parts and consumables, and an indicative US$/MT/KM price for the route is 0.08. The available uplift capacity is not known as most transport companies are contracted and additional constraints can be expected with the commencement of DPKO operations. Mombasa port is likely to be used for at least the supply of DPKOs presence in Juba, and a considerable percentage of this supply will be transported along the Mombasa – Lokichoggio route using commercial assets.
Gaps and Problem Areas: The corridor via Lokichoggio will remain an important transport route. It is imperative that the stretch from Nairobi to Lokichoggio is kept usable throughout the year, therefore regular road surveys should be carried out and plans for rehabilitating problem points should be drawn up and appropriately funded.
Lokichoggio:
Storage: Each operational agency operates their own warehouse/s in Lokichoggio. For a downloadable list of agency warehousing, click here.
Dispatch: Due to the severe limitations on ground movement in South Sudan, the Majority of staff and cargo movements are carried out by air.
Gaps and Problem Areas: The capacity of the Lokichoggio airport has almost been reached, and the aprons have limited parking areas for aircraft, the airport operates only during daylight hours, and cargo handling equipment requires upgrading. However, it is questionable whether additional investments will be made, as it is possible that humanitarian air operations may relocate inside South Sudan (Rumbek) in the wake of a successful peace deal.
Lokichoggio – Kapoeta – Torit – Other Destinations:
Road Transport: Road transport from Lokichoggio into South Sudan is limited due to both road conditions and mine threat. De-mining towards Juba is currently being undertaken by WFP and has currently reached around 35km east of Torit. A programme of road rehabilitation, also by WFP, is following in the wake of the de-mining. Until the road to, and through, Juba is de-mined and rehabilitated, there is no access via Lokichoggio to South Sudan west of the Nile. An indicative US$/MT/KM price from Lokichoggio to those locations accessible within South Sudan is 0.05.
Air Transport: the majority of all humanitarian flights originate out of Lokichoggio, which is the major logistical hub for South Sudan. This movement also includes the majority of food supplied to beneficiaries. The bulk of food deliveries are carried out by ‘air drop’ from Lokichoggio and El Obeid. Non-food deliveries are also airlifted out of these locations.
Gaps and Problem Areas: Road transport from Lokichoggio to locations in South Sudan will remain limited for the foreseeable future due to the high cost of road repair, construction, and de-mining.
Summary:
The Mombasa – Nairobi – Lokichoggio road transport corridor will remain an important route to South Sudan. In the near future, air operations will continue to be critical for those areas with mine threat and/or insufficient road infrastructure. It is imperative that de-mining, road repairs and construction receive the highest priority in order to open up new corridors to areas not served by road today. As part of this, the Nairobi – Lokichoggio road requires upgrading to cater for heavier transport. It is also necessary for a comprehensive study of the Kenyan commercial trucking market to be undertaken, to discern available uplift capacity, and to inform transport planning.
WESTERN CORRIDOR:
(Mombasa – Malaba – (Kampala) – Arua – Kaya – Yei/Yambio/Rumbek
Mombasa Port:
See Eastern Corridor
Mombasa – Kampala:
Rail: While rail transport from Mombasa to Kampala is possible, movement by road is preferable, both in terms of time, and in terms of avoidance of transshipment at Kampala. While transport by rail is cheaper than by road (approximately US$61.50 per MT as opposed to US$80.00 by road), the network is unreliable and turnaround times of as much as six weeks can be experienced due to derailments, and lack of available rolling stock. As such, transport to Kampala, as opposed to directly through Uganda and into South Sudan by truck, should only be considered for purposes of pre-positioning. Onward transportation by road from Kampala through Kaya border crossing into locations in South Sudan is approximately US$/MT/KM 0.25. A clear picture of the upload capacity of the Ugandan/Kampalan commercial transport market is not available.
Mombasa – Malaba – Arua – Kaya:
Road: Transport direct from Mombasa port to the Ugandan border at Malaba, and onwards through Arua to the South Sudan border at Kaya is the preferred route for humanitarian cargo using the Western Corridor. A clear overview of the Kenyan commercial trucking market is not available.
Kaya – Yambio/Yei/Rumbek:
Road: The road from Kaya to Rumbek via Yei, Maridi, and Mundri is in poor condition, however, WFP are currently undertaking a programme of repair works to ensure smooth access as far as Rumbek. Transport within South Sudan is approximately US$/MT/KM 0.5.
The commercial transport market within South Sudan is unmapped, however it is known to be of very limited size and capacity. Additionally, many locations accessed via the Western Corridor are only reachable by small capacity trucks, thereby requiring a sizeable fleet for any heightened humanitarian intervention. Little is also known about SPLM/A views on increased activity by Ugandan trucks in South Sudan in the wake of a peace deal.
Fuel: There is currently little supply of bulk fuel in Yei, Yambio, or Rumbek. All fuel is transported in to the Country in barrels. However, commercial operators plan to provide bulk storage in Rumbek within two months, and thereafter in Yambio. UNICEF is currently in the process of establishing bulk storage in Yambio.
Potential Corridors
NORTHERN SUDAN
(Port Sudan – Kosti – Southern Reach Ports – Juba)
Port Sudan – Kosti:
Road: The road network in North Sudan from Port Sudan to Kosti is of a generally good standard and is paved for the entire distance. In addition a sizeable long-haul commercial trucking capacity exists and an indicative US$/MT/KM price from Port Sudan to Kosti is 0.04. The entire route is within Government controlled areas.
Rail: The Sudanese rail network links Port Sudan with Kosti. This is currently via the northern Atbara/Khartoum route due to the non-operational status of the southern Kassala loop. While transport by rail is cheaper than by road, there are a number of constraints on the Sudanese rail network. Track is in need of maintenance, and the closure of the southern Kassala route increases the risk of delays/blockage on the northern route. Additionally, there is limited rolling stock and only a total of 30 locomotives on the mainline system, therefore delays are likely.
Kosti:
Kosti port’s main quay is approximately 800 meters long, 115 meters of which is a vertical masonry quay with mooring rings and a track of cargo handling cranes. Rail tracks pass along the quay wall but are dilapidated and require rehabilitation. This maintenance would ease transshipment, which should otherwise be straightforward. The dockyard can carry out repairs on boats and engines of small to medium size. Spare parts are sourced from Khartoum. The workshop machinery is old and spare parts for them are hard to find. The port can source petrol from three main fuel depots in the area.
Kosti – Southern Reach Ports – Juba:
Waterways: The Southern Reach from Kosti to Juba is navigable throughout the year. River hyacinth is apparently not a problem on the main route, only becoming an issue on its tributaries. Submerged sandbars can constitute a hazard, especially due to the absence of navigation aids or accurate soundings.
Barges: The current commercial barge fleet is largely owned by the para-statal River Transport Company (RTC). The total commercial fleet has a capacity of approximately 70,000MT, although the dilapidated state of the vessels could well reduce this. Maintenance facilities for the fleet are minimal. Transport by barge is cheap, with the US$/MT/KM rate being around 0.08. However, transportation is slow, and losses during the journey may occur.
Ports: While Kosti and Juba, the termini of the Southern Reach, are able to process a level of barge operations, other river ports are unlikely to have a sizeable capacity. Little information is held about the river ports along the Southern Reach, although it is a reasonable assumption to make that little or no on/offload capacity exists. Similarly, mine threat in the ports has yet to be determined.
Potential:
At present, the majority of river ports are under the control of the Government; therefore their use for onward transportation of supplies to adjacent SPLA controlled areas is minimal. However, in the wake of a peace deal, when free movement between Government and SPLA areas is assured, transshipment onto trucks of aid arriving at river ports by barge will allow for year round North-South transportation of bulk aid to beneficiary communities situated a reasonable distance from the river (for example Rumbek from Shambe port).
ETHIOPIA:
(Gambella – Nasir)
Gambella – Nasir:
In the post peace agreement period, a sizeable number of returnees are expected to cross from Ethiopia’s Gambella Province to the Sudanese area around Nasir, and possibly up to Malakal. While not envisaged as a major corridor for general humanitarian relief, the corridor from Gambella to Nasir may be of assistance in supporting those returnees in the immediate area.
While security problems in Gambella itself have complicated UN operations in that part of Ethiopia, WFP continue to maintain warehouses in the area. Similarly, UNHCR support refugees in the vicinity. The route from Gambella to Nasir could therefore be seen as a short extension of what is already an internal Ethiopian corridor.
The key complication to this is a damaged bridge just inside South Sudan. WFP are to assess this bridge with a view to possible repairs.
Blocked Corridors
NIMULE AND MADI OPEI
(Mombasa – Malaba – Gulu – Nimule/Madi Opei – South Sudan)
Two additional border crossings from Uganda to South Sudan exist other than the Kaya route. However, the crossings of Nimule and Madi Opei lie in Lords Resistance Army (LRA) controlled territory and are therefore closed for security reasons.
The Nimule route leads towards Juba and has the added complication of being mined on the approach to Juba.