South Sudan, Republic of
Country name |
South Sudan |
---|---|
Official country name |
Republic of South Sudan |
Table of Contents
Chapter | Name of Assessor | Organization | Date updated |
---|---|---|---|
1 South Sudan Country Profile |
Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
1.1 South Sudan Humanitarian Background | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
1.2 South Sudan National Regulatory Departments & Bureau and Quality Control & Relevant Laboratories | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
1.3 South Sudan Customs Information | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2 South Sudan Logistics Infrastructure |
Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.1 South Sudan Juba Port Assessment | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.2 South Sudan Aviation | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.2.1 South Sudan Juba International Airport | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.2.2 South Sudan Malakal National Airport | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.2.3 South Sudan Wau National Airport | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.3 South Sudan Road Network | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.4 South Sudan Railway Assessment | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.5 South Sudan Waterways Assessment | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.6 South Sudan Storage Assessment | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
2.7 South Sudan Milling Assessment | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
3 South Sudan Logistics Services |
Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
3.1 South Sudan Fuel | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
3.2 South Sudan Transporters | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
3.3 South Sudan Manual Labor Costs | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
3.4 South Sudan Telecommunications | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
3.5 South Sudan Food and Additional Suppliers | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
3.6 South Sudan Additional Service Providers | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4 South Sudan Contacts |
Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.1 South Sudan Government Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.2 South Sudan Humanitarian Agency Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.4 South Sudan Ports & Waterways Companies Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.5 South Sudan Airport Companies Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.6 South Sudan Storage & Milling Companies Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.7 South Sudan Fuel Providers Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.8 South Sudan Transporter Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.9 South Sudan Railway Companies Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.10 South Sudan Supplier Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
4.11 South Sudan Additional Services Contact List | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
5 South Sudan Annexes |
Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
5.1 South Sudan Acronyms and Abbreviations | Maureen Gitau, Fiona Lithgow | WFP | Aug-15 |
1 South Sudan Country Profile
South Sudan, officially the Republic of South Sudan and previously known as Southern Sudan, is a landlocked country in east-central Africa that is part of the United Nations sub region of Eastern Africa. Its current capital is Juba.
Generic country information can be located from sources which are regularly maintained and reflect current facts and figures. For a generic country overview, please consult the following sources:
Generic Information:
Wikipedia Information on South Sudan
IMF Country Information on South Sudan
Humanitarian Info:
World Food Programme Information on South Sudan
UN Office for Coordination of Humanitarian Affairs Information on South Sudan
Facts and Figures:
Wolfram Alpha Information on South Sudan
1.1 South Sudan Humanitarian Background
Disasters, Conflicts and Migration
Natural Disasters |
||
---|---|---|
Type |
Yes / No |
Comments / Details |
Drought |
Yes |
While accessibility throughout the country is marginally improved during the dry season, conflict over scarce resources in areas affected by drought can lead to insecurity and inter-communal conflict. Compounding this is the road and river infrastructure which is poorly maintained and without any long term maintenance program is deteriorating year by year. Eastern Equatoria and parts of Jonglei are frequently affected by drought. The majority of conflict incidents occur during the dry season with Jonglei, Unity, Lakes, Upper Nile and Warrap states recording the largest number of incidents. |
Earthquakes |
No |
Earthquakes rarely occur in South Sudan. |
Epidemics |
No |
Poor sanitation and water contamination have led to outbreaks of cholera. For information on other major infectious diseases, please see the following link: Index Mundi South Sudan Major Infectious Diseases. |
Extreme Temperatures |
No |
South Sudan can be hot, but extreme temperatures are rare, the average annual temperature is about 29° C with an average annual high of 34° C. |
Flooding |
Yes |
For information on flooding in South Sudan, please see the following link: FloodList South Sudan |
Insect Infestation |
No |
Locusts, termites, stem-borer and Dura-bugs can have an effect on crop production; however, the prevalence of such pests has been low. |
Mudslides |
No |
South Sudan has mainly flat terrain, characterized by rocky outcrops. Landslides are rare. |
Volcanic Eruptions |
No |
South Sudan has no active volcanoes. |
High Waves / Surges |
No |
South Sudan is completely land locked and there are no large bodies of water where high waves or sudden water surges could be a problem. |
Wildfires |
No |
Large areas of grassy plains, savannah and lowland forests characterize South Sudan. Wild fires often occur as a result of agricultural burning, and are common in areas experiencing consistent drought. |
High Winds |
No |
High winds can occur and have damaged warehouse facilities in the past; however, they are not considered a constant hazard. |
Man-Made Issues |
||
Civil Strife |
Yes |
South Sudan has experienced two civil wars between 1955 – 1972 and 1983 – 2005. Conflict resumed from December 2013. |
International Conflict |
Yes |
Border tensions between Sudan and South Sudan remain. |
Internally Displaced Persons |
Yes |
For information on IDPs in South Sudan, please see the following link: UNHCR South Sudan |
Refugees Present |
Yes |
For information on refugees in South Sudan, please see the following link: UNHCR South Sudan |
Landmines / UXO Present |
Yes |
Parts of the country are still affected by landmines and UXO’s. Jonglei and Western, Central and Eastern Equatoria states have the highest number of known hazards. A small number of roads in Western and Northern Bahr El Ghazal, Unity, Jonglei and Lakes states are still minded (UNMAS 2013). For more information see the following link: UN Mine Action South Sudan |
For more detailed database on disasters by country, please see the Centre for Research on Epidemiology of Disasters Country Profile Database.
Calamities and Seasonal Affects
Seasonal Affects on Transport |
||
---|---|---|
Type |
From (month) to (month) |
Comments |
Primary Road Transport |
Rainy season: May to October Dry season: January to May |
The total estimated track length in South Sudan is approximately 90,200 km. This is includes approximately 14,000 km of primary and secondary roads, and 6,000 km of tertiary tracks. Approximately 5,000 km of roads remain passable during the rainy season. Road transport is severely affected during the rainy season, with some parts being completely inaccessible for months. Pre-positioning of supplies by road largely takes place during the dry season. |
Secondary Road Transport |
Rainy season: May to October Dry season: January to May |
The secondary road network is severely affected during the rainy season roads. The vast majority of primary and secondary roads receive little to no maintenance and during the wet season, vehicle traffic quickly destroys submerged and waterlogged roads. |
Rail Transport |
|
South Sudan has one rail connection; connecting Babanusa (Sudan) with Wau (444 km). This line consists of 248 km of narrow gauge, single-track rail within South Sudan. Rail transport is currently not operational. |
Air Transport |
Rainy season: May to October |
Air transport in South Sudan is weather dependent. Helicopter and small aircraft operations are grounded in bad weather. Landing strips are mostly gravel, making large numbers of airstrips unusable by fixed wing planes during the rainy season necessitating the need to revert to helicopters. At smaller airstrips, the proximity of local villages and lack of security makes incursions of people and animals onto airstrips a hazard to aircraft and crew. |
Waterway Transport |
All year on the River Nile. |
South Sudan controls the upper reaches of the Nile, which gives the country 1,400 km of navigable inland waterways. These main waterways remain navigable throughout the year. However, the barges and pushers have had little investment over the past years and are constantly breaking down, making the barge operations largely unreliable. |
South Sudan has an equatorial climate with high humidity and lots of rainfall. The temperature varies between an average low of 21° C and an average high of 34° C. The country experiences only two seasons. The rainy season varies between May and October, and the dry season varies between January and May. On average, the hottest month is March and the coolest month is July with the driest average month being January and the wettest month being August.
During the rainy season, road transport is severely affected as roads become flooded and waterlogged with large parts of the country becoming inaccessible. The planting and harvest season coincides with the start of the rainy season and the beginning of the dry season. In general, agricultural production during this period does not impact on the availability of trucks; however in smaller locations where there is a general lack in services and service providers, seasonal agricultural practices can affect availability. Pre-positioning of supplies and cargo mainly takes place during the dry season.
Seasonal Affects on Storage and Handling (economic, social, climate…) |
||
---|---|---|
Activity |
From <month> to <month> |
Comments |
Storage |
Rainy season: May to October Dry season: January to May |
Seasonal flooding and insecurity remain the biggest factors affecting storage facilities. Storage facilities in certain areas are at high risk of flooding or of being cut-off as a result of roads being inaccessible. Storage facilities are at risk of being abandoned and/or looted due to insecurity in some areas, especially in those areas experiencing conflict. |
Handling |
June to February January to August |
Agricultural practices (food production and livestock) are the main livelihood activities and sources of income for the majority of households in non-urban areas. Seasonal planting, harvesting and migratory patterns can result in a reduction of available labour. Insecurity as a result of historical inter-tribal conflict, armed insurgencies and cattle raiding in areas such as Jonglei and Unity states can result in the large displacement of people and the unavailability of permanent labour. |
Other |
Rainy season: May to October |
In some instances, transporters may refuse to go into areas affected by conflict. During the rainy season, road transporters may refuse to go into certain areas due to an increased risk of accidents or of getting stuck. Local transporters operate largely without support and trucks can get stuck for weeks in areas affected by heavy rains. |
Physical access constraints as a result of
perennial flooding, poor road conditions and insecurity remain the
biggest factors influencing logistics operations in South Sudan.
During the rainy season nearly 60% of the road network becomes
inaccessible. Nearly 50% of all counties in 2012 experienced
flooding, making the movement of heavy vehicles extremely
difficult. Historically, during the dry season there is an increase
in inter-communal violence and a decrease in the general security
situation in certain parts, such as Jonglei. As a result,
pre-positioning of stock must be a top priority for any
organization during the dry season when the roads remain dry, river
levels stable and counties unaffected by perennial
flooding.
Capacity and Contacts for In-Country Emergency Response
Government
The Ministry of Humanitarian Affairs and Disaster Management has the mandate to oversee all humanitarian work in South Sudan. In general, the use of military/defense assets in relief operations occurs rarely and in most occurrences such assets are utilised on a one time only basis and usually without humanitarian involvement. Close cooperation with military establishments largely involves the facilitation of access to affected areas in restricted areas.
For more information, please see the following links:
4.1 South Sudan Government Contact List
Government of the Republic of South Sudan
Humanitarian Community
For contact information for the humanitarian community in South Sudan, please see the following link: 4.2 South Sudan Humanitarian Agency Contact List
1.2 South Sudan National Regulatory Departments & Bureau and Quality Control & Relevant Laboratories
The National Bureau of Standards, under the supervision of the Ministry of Commerce and Industry, is responsible for the setting and enforcement standards and quality in South Sudan. For more information, please visit the Republic of South Sudan National Bureau of Statistics website.
For information on South Sudan Regulatory Department contact details, please see the following link: 4.1 South Sudan Government Contact List
1.3 South Sudan Customs Information
Duties and Tax Exemption
For contact information regarding government custom authorities, please see the following link: 4.1 South Sudan Government Contact List
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
Agreements / Conventions Description |
Ratified by
Country? |
---|---|
WCO (World Customs Organization) member |
Yes, ratified 18 July 2012 |
Annex J-5 Revised Kyoto Convention |
No |
OCHA Model Agreement |
No |
Tampere Convention (on the Provision of Telecommunication Resources for Disaster Mitigation and Relief Operations) |
No |
Regional Agreements (on emergency/disaster response, but also customs unions, regional integration) |
No |
Exemption Regular Regime (Non-Emergency Response)
[Note: This section should contain information on the usual duties & taxes exemption regime during non-emergency times, when there is no declared state of emergency and no streamlines process (e.g. regular importations/development/etc.).]
The South Sudan Customs Services exemptions unit handles tax exemptions. UN agencies and NGOs are exempt from import duty, excise duty, vehicles, customs warehouse rent (CWR) and VAT; however, there are certain exemption procedures that must be adhered to by UN agencies or organizations.
Apart from UNMISS and UN agencies, tax exemptions can only be granted to registered taxpayers, and organizations must register for a Tax Identification Number (TIN) at a Directorate of Taxation branch office. A special tax exemption can be granted to non-UN/NGO organizations but such exemptions are granted on a per case basis and only under certain circumstances.
To be granted a tax exemption on imports, organizations must apply for an exemption at the South Sudan Custom Service unit within the Ministry of Finance and Economic Planning (MoFEP) and submit the requited documentation related to the cargo. Only the minister of MoFEP can grant tax exemptions.
Once fully processed, an exemption letter will be issued by the South Sudan Customs Service, which will form part of the clearance documents to be presented to customs and border check points.
Organizational Requirements to obtain Duty Free Status |
---|
United Nations Agencies |
No special requirements apart from the submission of necessary application and support documentation. |
Non Governmental Organizations |
Before being granted tax exemptions, all NGOs must be registered to operate in South Sudan. All NGOs must register for an NGO Operations Certificate with the Relief and Rehabilitation Commission (RRC). NGOs must also register with the Ministry of Legal Affairs and Constitutional Development’s (MoLaCD), Directorate of Registration of Businesses, Associations and NGOs to obtain a registration certificate. All NGOs must further then register for a Tax Identification Number (TIN) at any Directorate of Taxation branch office. |
Exemption Certificate Application Procedure
Duties and Taxes Exemption Application Procedure |
---|
Generalities (include a list of necessary documentation) |
|
Process to be followed (step by step or flowchart) |
As stated above, and where applicable;
Additional Recommendations:
|
Exemption Certificate Document Requirements
Duties and Taxes Exemption Certificate Document Requirements (by commodity) |
||||||
---|---|---|---|---|---|---|
|
Food |
NFI (Shelter, WASH, Education) |
Medicines |
Vehicle & Spare Parts |
Staff & Office Supplies |
Telecoms Equipment |
Commercial or Pro-Forma Invoices |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
AWB/BL/Other Transport Documents |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Packing Lists |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Yes, Certified Copy, applies to UN and NGOs |
Tax exemption application form | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs |
Application Cover Letter | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs |
MOFAIC Cover Letter | Yes, Original, applies to UN | Yes, Original, applies to UN | Yes, Original, applies to UN | Yes, Original, applies to UN | Yes, Original, applies to UN | Yes, Original, applies to UN |
MOFEP Cover Letter | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs | Yes, Original, applies to UN and NGOs |
Donation Certificate (If applicable) | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs |
Certificate of Origin | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs | Yes, Certified Copy, applies to UN and NGOs |
Operations Certificate | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs |
Registration Certificate | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs |
Tax Identification Number (TIN) certificate | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs |
Import Permit from Ministry of Commerce, Industry and Investment | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs | Yes, Certified Copy, applies to NGOs |
Additional Notes |
||||||
Submit any additional documentation that might support the exemption certification process but which is not necessarily required. |
Customs Clearance
General Information
Customs Information |
|
---|---|
Document Requirements |
Copy of approved exemption
application (including Exemption Number) and documentation for
entry at borders. |
Embargoes |
None |
Prohibited Items |
N/A |
General Restrictions |
N/A |
Customs Clearance Document Requirements
Customs Clearance Document Requirements (by commodity) |
||||||
---|---|---|---|---|---|---|
|
Food |
NFI (Shelter, WASH, Education) |
Medicines |
Vehicles & Spare Parts |
Staff & Office Supplies |
Telecoms Equipment |
D&T Exemption Certificate |
Yes, Original, 1 copy, applies to both UN and NGO |
Yes, Original, 1 copy, applies to both UN and NGO |
Yes, Original, 1 copy, applies to both UN and NGO |
Yes, Original, 1 copy, applies to both UN and NGO |
Yes, Original, 1 copy, applies to both UN and NGO |
Yes, Original, 1 copy, applies to both UN and NGO |
Invoice |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
AWB/BL/Other Transport Documents |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Donation/Non-Commercial Certificates |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Packing Lists |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Phytosanitary Certificate |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Import Permits |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Yes, copy, applies to both UN and NGO |
Transit Regime
All transit goods are declared at the point of import and travel under bond where the customs will validate and discharge the documentation and at point of exit from South Sudan. This is a relatively uncomplicated process and works well.
2 South Sudan Logistics Infrastructure
The logistics infrastructure in South Sudan is in a poor state with very little yearly maintenance undertaken. Nearly 40 years of conflict, underdevelopment and virtually no investment has left the country with an ailing road network, limited air and water transport capacity and a large infrastructure gap.
The vast majority of roads and main transport corridors within the country are comprised of gravel roads which are severely affected by perennial flooding. The Juba to Nimule road is currently the only sealed corridor connecting the country with neighbouring Uganda. Little maintenance, low adherence to road rules by road users, and the inability to enforce road weight limits lead to the quick deterioration of roads and bridges.
The country has access to hundreds of airstrips and helicopter landing areas; however, the vast majority of these are gravel strips. Encroachment and little to no maintenance serve to create a hazardous flying environment at some airstrips. A limited number of airstrips are accessible by fixed wing plane throughout the year with a large number being accessible by helicopter or specialised aircraft (Buffalo) only. During the rainy season, the number of fixed wing accessible airstrips further decreases. Currently, the country only has access to four asphalt runways: in Juba, Paloich Wau and Malakal, and a small number of gravel strips capable of handling large aircraft. Current plans include the upgrade of Juba International Airport. As Paloich is a privately run airstrip, there are landing fees to be paid prior to departure which is also applicable to UN Agencies.
The River Nile waterway network provides transport capacity to various downstream locations year round. The barges and pushers have a capacity of 1,200 mt per set (a set is comprised of 4 barges), but are old and unreliable from suffering from years of low investment. Compounded with security issues on the river, the turnaround times for barge movements from Bor to Malakal can vary from 2 to 6 months. WFP at present has a MoU for the cross-border movement of food and NFIs from Sudan into South Sudan using road and barge in the Renk corridor. Ports along the Nile are of poor standard and congested due to the current reliance on force protection for river movements. The River Sobat from Ethiopia is only open for 2-4 months of the year. Insecurity around the river has resulted in this being underutilised.
Mingkaman and Bor ports are being supported for upgrades only.
For useful information on South Sudan's transport infrastrucure, please see the following links:
African Development Bank Group
Northern Corridor Roadside Stations
2.1 South Sudan Juba Port Assessment
Port Overview
South Sudan is a land locked country. Juba Port forms part of a series of fresh water ports that runs the length of the country from Juba in the South to Renk on the border with Sudan along the River Nile. There are many offshoots of the main river i.e. Bentiu, however these are usually only seasonally accessible and only by much smaller boats (20-60 mt). The Sobat River from Ethiopia is also only seasonally accessible for a few months of the year and recent insecurity has reduced the potential opportunities of using this riverway further west than Nasser. Historically, port operators ran operations up to the port of Kosti in Sudan, however conflict and border closures has made this very difficult in recent times. The river network is a crucial alternative in the economical (compared to air) transport of large quantities of cargo into unity and Upper Nile states.
All port infrastructures are extremely basic. The loading/offloading is completed using porters and in the rainy season trucks can have difficulty accessing the port areas due to mud buildup.
Port Location and Contacts |
|
---|---|
Country |
South Sudan |
Province or District |
Central Equatoria State, Juba County |
Town or City (Closest location) with Distance (km) |
Name: Juba km: 0 |
Port's Complete Name |
Juba Port |
Latitude |
4.831111 |
Longitude |
31.61444 |
Managing Company or Port Authority (If more than one operator, break down by area of operation) |
Ministry of Roads and Transport Director General for River Transport: Mr. Abdu Siley, +211 126 823 434 |
Management Contact Person |
Port Manager: Mr. Zubeir Taban, +211 (0) 956194600 Deputy Port Manager: Mr. Emmanuel Eli, +211 (0) 954006175 |
Closest Airport and Frequent Airlines to / from International Destinations |
Airport Name: Juba International Airport (JIA) Airlines: Kenya Airways, Fly Dubai, Ethiopian Airlines, Egypt Air, Rwanda Air, Fly 540 |
Description and Contacts of Key Companies
Various commercial companies are active in the port, from suppliers of heavy handling equipment such as cranes and smaller powerboat operators, to large river barge companies. Three well established barge-operating companies are present at the port. The companies Keer Marine Co, Nile Barges for River Transport Co, and MINCO Ltd. are the largest operators with access to large and diversified fleets which includes general, flat-top and fuel barges able to transport general bulk and neo-bulk cargo, as well as bulk and drummed fuel.
Due to the current border closures these operators are not able to operate into Sudan and some reported that they also don’t have a fully realised fleet capacity. Handling equipment such as heavy-lift cranes and forklifts can be acquired either through barge operators or through a number of commercial companies in the market. These companies, however, don’t necessarily have a permanent presence at the port.
For information on South Sudan Juba Port contact details, please see the following link:
4.4 South Sudan Ports & Waterways Companies Contact List
Port Performance
Juba port is the main river port in South Sudan. Other main ports in the country are located in the towns of Bor, Mangalla, Shambe, Adok, Malakal, Melut and Renk. Barges are not confined to docking at these locations and will travel to where they are needed and where it is safest to dock. General cargo barges docking in Juba can contain anything from food and household goods, to building supplies, heavy engineering machinery, vehicles and fuel. Passenger barges carry IDPs from conflict areas in the north of the country also terminate at Juba making the port an important transit area for IDPs.
Port operations in general are constrained by inadequate infrastructure, cargo-handling equipment and management. Powerful local labour union still controls all labour at the port and determines the loading and unloading charges. The local porters union also has access to a number of motorboats that can be hired directly from the owner/operators. The union has organized these owner/operator boats into a loose corporation and even though it is encouraged that prospective clients acquire their services through the union, the boats can be hired through direct negotiation with the owner.
The access corridor downstream of the port is said to be narrow and rocky which allows for barge entry or exit but not both simultaneously, the rocky bottom also makes docking procedures risky, especially when the river level is low. No permanent mooring fixtures are available and barges are moored to mango trees growing on the riverbank. Damage to these trees results in a fine, paid either to the Ministry of Agriculture and Forestry, or to the local community who owns the tree. The riverbank is receding and erosion is an issue. Unloading/loading is mostly done manually or in the case of containers and heavy loads, a crane from one of the local commercial operators is hired in. Barges are normally positioned, as close to flat ground on the riverbank for loading/offloading and using a crane to load/remove containers and heavy loads requires skill.
It is difficult to estimate the annual cargo tonnages at Juba and other ports, as consistent and reliable information is not readily available. Prior to resumption of conflict, the Juba port authority does require barge operators to notify the port authority of incoming and outgoing vessels including a basic description of cargo; however the recording system is rudimentary and not comprehensive. More accurate information can be obtained from barge operators but most are reluctant to share such information. Due to conflict, clearance required from authorities for any humanitarian barge traffic moving on the river.
Due to low water between Juba and Bor ports which can ground the barges, Bor is favored as a loading destination. This is also supported by a relatively good all weather road from Juba to Bor.
Seasonal Constraints |
Yes / No |
From <month> to <month> |
---|---|---|
Rainy Season |
Yes | May to October |
Major Import Campaigns |
No | N/A |
Low water levels in some part during the dry season |
Yes | January to May |
Handling Figures |
Year 2013 |
---|---|
Vessel Calls |
Estimated 58 barge movements throughout the year. This number includes barge movements for 2 of the main barge operators throughout the year. Barge movements of two operators for the month of January 2013. (Keer Marine: 6 barges, NRTC: 8 barges) Average turnaround period 8-24 weeks since border closures |
Container Traffic (TEUs) |
Difficult to estimate. |
Discharge Rates and Terminal Handling Charges
Handling charges for river transport can cost up to US$ 30-35/mt. These charges are subject to location and determined by the porters union. Discharge rates are determined through direct negotiations with barge operators or the porter union and are based on the type of cargo that needs to be handled.
Berthing Specifications
Type of Berth |
Quantity |
Length (m) |
Maximum Draft (m) |
---|---|---|---|
Conventional Berth |
1 | 35 m | N/A |
Container Berth |
0 | N/A | N/A |
Silo Berth |
0 | N/A | N/A |
Berthing Tugs |
0 | ||
Water Barges |
0 |
No permanent mooring fixtures are available and barges are moored to mango trees growing on the riverbank or the single concrete jetty. Barges are normally moored as close to flat ground on the riverbank for loading/offloading.
General Cargo Handling Berths
Cargo Type |
Berth Identification |
---|---|
Imports - Bagged Cargo |
N/A |
Exports - Bagged Cargo |
N/A |
Imports and Exports - RoRo |
N/A |
Other Imports |
N/A |
Port Handling Equipment
Is the port equipment managed by the government or privately? Privately
Juba port has no permanent cargo handling equipment. The port has one concrete jetty and gantry crane however the crane is frequently broken-down. Porters who physically load and offload cargo from boats and barges do the majority of cargo handling. For heavy and containerized cargo, equipment such as cranes can be hired in from private companies and owners for a fee.
Use of the port gantry crane can be negotiated from the port authority directly.
Equipment |
Available |
Total Quantity and Capacity Available |
Comments on Current Condition and Actual Usage |
---|---|---|---|
Dockside Crane |
No |
N/A |
N/A |
Container Gantries |
Yes |
1 (2.5 mt) |
Crane is frequently inoperable. Privately operated cranes need to be hired in for container loads. |
Mobile Cranes |
Yes |
Varies |
Mobile cranes are privately owned. |
Reachstacker |
No |
N/A |
N/A |
RoRo Tugmaster (w/ Trailer) |
No |
N/A |
N/A |
Grain Elevator w/ Bagging Machines |
No |
N/A |
N/A |
Transtrainer |
No |
N/A |
N/A |
Forklifts |
Yes |
Varies |
Forklifts are privately owned and need to be hired in. |
Container Facilities
No permanent container facilities are present. Containers are loaded and offloaded directly to and from waiting trucks utilizing locally hired commercial cranes. Rates vary little between operators and one container counts as one lift. Charged at US$ 150 per lift, an average mobilisation fee of US$ 250 is also applicable. Depending on the amount of work a daily rate of up to US$ 1,500 can be negotiated.
The storage of containers is the responsibility of the owner, unless otherwise agreed with the barge operators.
Facilities |
20 ft |
40 ft |
---|---|---|
Container Facilities Available |
None |
None |
Container Freight Station (CFS) |
No such capacity | No such capacity |
Refrigerated Container Stations |
No such capacity | No such capacity |
Other Capacity Details |
||
Daily Take Off Capacity (Containers per day) |
N/A | |
Number of Reefer Stations (connection points) |
None | |
Emergency Take-off Capacity (Give an indication) |
No such capacity | |
Off take capacity of gang shift (in Containers per shift) |
N/A | N/A |
Customs Guidance
Juba port is mainly concerned with the domestic movement of cargo and since the recent border closures, no customs facilities are available on site. Where applicable, customs clearance for cross-border cargo is handled at land at border entry points, or at downstream custom facilities.
For information on South Sudan customs guidance, please see the following link: 1.3 South Sudan Customs Information
Terminal Information
Multipurpose Terminal
No such capacity. All barges dock to load and offload cargo either directly onto the riverbank (300 m) or on the single concrete jetty (35 m). No RoRo facilities are available and barges moor as close to the riverbank as possible to allow vehicles to board. This requires a great amount of skill.
Grain and Bulk Handling
No such capacity. Cargo arrives packaged and bagged.
Main Storage Terminal
No such capacity. Storage remains the responsibility of the cargo owner unless otherwise arranged by barge operators. Plans are in place by various operators to construct storage facilities and holding areas, including cold storage facilities, at dedicated storage yards off-site or at privately owned terminals.
Storage Type |
Number of Storage Facilities |
Area (square meters) |
---|---|---|
Bagged Cargo |
0 |
0 |
Refrigerated Cargo |
0 |
0 |
General Cargo |
0 |
10,000 m2 |
Stevedoring
Stevedoring services can be arranged directly with barge operators or directly from the local labour union, which organizes all labour at the port. There is also no fixed rate for stuffing or de-stuffing barges or containers and although general rates exist for certain types of cargo these would need to be negotiated for directly.
There are no shortages of labour and the union has access to more than 70 porters at any one time, with the ability to quickly scale up its labour requirements. Transparency within the pricing structure remains an issue, as the rates are dynamic, vary between the different ports in the country, and are largely determined by the labour union.
Hinterland Information
The only means by which cargo can be moved out of the port is by road. Access to the port is generally unrestrictive and privately owned trucks are able to enter and exit the main port facility.
The transport of cargo in and out of the port is the responsibility of the owner but transport can be arranged either through the barge operators or private transport companies. Various large and smaller companies are able to provide such services however capacity and rates vary.
Port Security
Juba port has its own basic security with a manned access gate allowing entry into the main port facility. Due to the number of vehicles and people requiring access, enforcing effective access control is problematic. Permanent health and safety, medical and firefighting facilities are not present on site and the port is fully reliant on municipal emergency services.
A perimeter fence surrounds the port facility however this fence serves as little deterrence leaving cargo, vehicles and other assets at risk. Barge operators normally have their own security that remains on board vessels. Current plans to upgrade the port facilities include amongst others the revision of security protocols, implementation of stringent access control measures, and the installation of additional lighting.
Security |
||
---|---|---|
ISPS Compliant |
No |
|
Current ISPS Level |
N/A |
Level 1 = Normal, Level 2 = Heightened, Level 3 = Exceptional |
Police Boats |
None | |
Fire Engines |
None |
2.2 South Sudan Aviation
Key airport information may also be found at World Aero Data.
Civil aviation falls under the authority of the Ministry of
Transport and South Sudan which has been a member of the
International Civil Aviation Organization (ICAO) since 10 November
2011. In 2013, the South Sudan Civil Aviation Authority was
established and the aim of this statutory authority is to formally
oversee and regulate the countries aviation industry, airline
companies, and operations. South Sudan’s Juba International Airport
(JIA) is currently the only airport receiving flights from
international commercial airline carriers. The other major airports
include Wau, Malakal and Rumbek.
The aviation industry in general is characterized by decades of
underdevelopment, little investment in infrastructure, low capacity
and a poor safety record and adherence to international standards.
The country is however readily accessible by air as there are
hundreds of fixed wing and helicopter landing sites spread out
across the country, of which more than 50 airstrips are serviceable
by fixed wing aircraft. The vast majority of these strips are
gravel however and only accessible by light aircraft. Only Juba,
Paloich, Malakal and Wau airports currently have asphalted runways
capable of handling large aircraft.
The availability of fuel, aircraft maintenance facilities and
handling services remains an issue, especially in remote areas. A
small number of private sector operators are able to supply fuel at
the various major airports, however fuel is imported from
neighboring countries increasing cost and risking fuel shortages,
especially during the rainy season. Basic repairs and maintenance
can be conducted in South Sudan; however, major repairs have to be
conducted in neighboring countries or in some cases Europe.
More recently, a concerted effort by the government is being made
to upgrade existing aviation infrastructure, expand the network,
and manage its airspace. The runways of major airports such as Wau
and Malakal have been upgraded to asphalt with Rumbek airport
scheduled for an upgrade in 2013. In recent times there have also
been growths in commercial domestic carriers, air charter and
airfreight companies providing reliable service.
For information on Sputh Sudan Aviation contact details, please see the following link:
4.1 South Sudan Government Contact List
4.5 South Sudan Airport Companies Contact List
Procedures for Foreign Registered Aircraft
In South Sudan, the Civil Aviation Authority is responsible for the registration of foreign aircraft operating within the country. The CAA is currently working on a formal process to register foreign aircraft operating in South Sudan and the current process is largely uncomplicated.
General Aviation:
1) Register for a business license from the Ministry of Justice as per regular business registration procedures. This includes registering for a Tax Identification Number (TIN).
2) Write an application letter, on company letter head addressed to Director General of Civil Aviation, expressing the company’s intensions of operating in South Sudan.
3) Attach:
-
- List of aircraft intended to operate in South Sudan, including aircraft details and roles i.e. cargo or passenger aircraft;
- All relevant aircraft documentation such as insurance and most recent maintenance inspection / reviews;
- All relevant pilot documentation such as recent medical certificates and licenses;
- Organizational diagram including maintenance and engineering staff;
- Business and TIN registration documentation.
4) Submit to the Civil Aviation Authority for approval.
The Director of Aviation Safety and flight operations office will review the submitted application and inspect the aircraft and aircrew upon arrival in South Sudan.
- If approved, it will issue a permit to operate in South Sudan.
- If denied, the applying organization will be asked for additional clarification and/or documentation. The CAA could also contact the country of origin for further information.
Humanitarian Aviation:
1) Write an application letter, on organization letter head addressed to Director General of Civil Aviation, expressing the organizations intensions of operating in South Sudan.
2) Attach:
- List of aircraft intended to operate in South Sudan, including aircraft roles i.e. cargo or passenger aircraft.
- All relevant aircraft documentation such as insurance and most recent maintenance inspection / reviews;
- All relevant pilot documentation such as recent medical certificates and licenses;
- Organizational diagram including maintenance and engineering staff;
- Operations certificate, registration certificate, and TIN registration documentation (NGOs Only).
3) Submit to the Civil Aviation Authority for approval.
4) The Director of aviation safety and flight operations office will review documentation, and inspect the aircraft and aircrew upon arrival in South Sudan.
- If approved, it will issue a permit to operate in South Sudan.
- If denied, the applying organization will be asked for additional clarification and/or documentation. The CAA could also contact country of origin.
Other Comments:
- The duration of the operating permit issued by the CAA is limited to the duration of the aircraft insurance.
- The process timeline for registering foreign aircraft is fairly short as the process is relatively uncomplicated.
- Currently, no fees are applicable to register foreign aircraft.
- This registration process is subject to change as the CAA is currently formalising the process of registering foreign aircraft.
2.2.1 South Sudan Juba International Airport
Juba International Airport is a joint civilian and military
airfield with the SPLA, UNMISS, UNHAS and commercial airlines
sharing the crowded airport facilities. The airport consists of a
single asphalt runway, adjacent apron, terminal and emergency
support buildings, control tower and fueling facilities. Apart from
the main terminal building servicing all arriving and departing
commercial and UNHAS flights, is an additional separate VIP
terminal building which receives visiting dignitaries.
New terminal buildings have been under construction for some time;
however there are no clear indications on its completion date.
UNMISS also have a separate departure and arrival building located
within the UNMISS compound with direct access to the airport to
facilitate UNMISS flights. Including UNMISS and UNHAS flights, the
airport is currently being serviced by an ever growing number of
national and international commercial carriers and aircraft charter
companies resulting, in an average of 60 ATMs a day. Several
international airlines are operating in and out of Juba on a daily
basis.
Airport operations in general are constrained by ageing and inadequate infrastructure. The current terminal buildings are small and unable to handle the increasing number of cargo and passengers arriving daily. There is no separate cargo terminal building and cargo is loaded and offloaded in a designated cargo area and transported to the customs warehouse on site for further processing. From July 2014, upgrades started including extension of the airport's runway from 2,400 meters to 3,100 meters, construction of more parking lots, and expansion of immigration offices. This is expected to be largely completed by mid 2016.
For information on South Sudan Airport contact details, please see the following link:
4.5 South Sudan Airport Companies Contact List
Location Details | |||
---|---|---|---|
Country | South Sudan | Latitude | 4.870033 |
Province / District | Central Equatoria State | Longitude | 31.60134 |
Town or City (Closest) | Juba | Elevation (ft and m) | 1,513 ft / 461m |
Airfield Name | Juba International Airport | IATA and ICAO Codes | JUB & HSSJ |
Open From (hours) | 07:30am | Open To (hours) | 18:00pm |
Runways
Juba International Airport has a single runway capable of handling large, heavy aircraft. The runway is asphalt and in good condition. There are currently no surface issues or other concerns such as flooding, unsolicited access, standing water or water drainage and the runway is accessible through all weather conditions.
JIA only has one runway servicing all air traffic.
Runway #1 |
|
---|---|
Runway Dimensions |
2,400 (m) X 175 (m) |
Orientation |
13/31 |
Surface |
Asphalt |
Helicopter Pad(s)
Juba airport has two designated helicopter landing areas towards opposite ends of the runway. Towards the western end of the airport, and adjacent to the UNMISS compound, part of the taxiway and a large open gravel area is reserved for UNMISS and humanitarian helicopters. Towards the eastern end of the runway and adjacent to the cargo apron, a smaller area is reserved for military and commercial helicopters.
Helipad #1 |
|
---|---|
Present (Yes / No) |
Yes |
Largest helicopter that can land |
Mi-26 |
Width and Length (metres) |
200 (m) x 250 (m) |
Surface |
Asphalt & Gravel |
Airport Infrastructure Details
The airport consists of a single asphalt runway, adjacent apron, terminal and emergency support buildings, control tower and fueling facilities. Operational performance constraints are mainly influenced by the airports ability to handle daily air traffic movements with aircraft separation, available parking space, and subsequent passenger, cargo and aircraft service rates as some of the principal influencing factors.
Airport facilities are characterized by ageing and inadequate infrastructure. The current terminal buildings are small and unable to handle the increasing number of cargo and passengers arriving daily. There is no separate cargo terminal building and cargo is loaded and offloaded in a designated cargo area and transported to the customs warehouse on site for further processing.
Customs |
Yes |
JET A-1 fuel |
Yes |
---|---|---|---|
Immigration |
Yes |
AVGAS 100 |
Yes |
Terminal Building |
Yes |
Single Point Refueling |
Yes |
Passenger Terminal |
Yes |
Air Starter Units |
Yes |
Cargo terminal |
No |
Ground Power (mobile) |
Yes |
Pax transport to airfield |
No |
Ground Handling Services |
Yes |
Control Tower |
Yes |
Latrine Servicing |
No |
Weather Facilities |
No |
Fire Fighting Category (ICAO) |
7 |
Catering Services |
No |
De-icing Equipment |
No |
Base Operating Room |
No |
Parking Ramp Lighting |
No |
Airport Radar |
Yes |
Approach & Runway Lights |
No |
NDB |
Yes |
VOR |
Yes |
ILS |
No |
|
Passenger and Cargo Performance Indicator
Current operations at JIA are relatively un-complex compared with other international airports owning to the single runway, small apron, and taxiway and terminal infrastructure size and layout. Operational performance constraints are mainly influenced by the airports ability to handle daily air traffic movements with aircraft separation, available parking space, and subsequent passenger, cargo and aircraft service rates as some of the principal influencing factors.
Current capacity delivers approximately 60 ATMs per day while at periods of high demand this number can exceed 100 ATMs. Currently the airport processes an average of 1300 passengers per day arriving and departing on all international, UNHAS and domestic flights. Whilst only a limited number of aircraft are able to park at any one time, a small arrival’s and departure terminal, and the outdated check-in, customs and immigrations and baggage collection areas further hamper the ability of the airport to process larger numbers of passengers.
Private companies mostly do cargo handling and the airports ability to handle bulk and other air cargo is hampered by the lack of a dedicated cargo terminal, handling equipment and a small customs warehouse. It is difficult to ascertain the total cargo handling figures for JIA. JIA is however the main destination for, and origin of cargo transported by air within South Sudan. The airport has neither a dedicated cargo terminal nor bulk cargo handling facilities.
Performance for 2014 |
Annual Figures |
Monthly | Daily |
---|---|---|---|
Total aircraft movements |
21900 | 1800 | 60 |
Total passengers |
n/a | n/a | n/a |
Total capacity of the airport (metric tonnes) |
n/a | n/a | n/a |
Current activity of the airport (metric tonnes) |
n/a | n/a | n/a |
Current use by Humanitarian flights (UNHAS) |
5475-6570 | 480-540 | 15-18 |
Airport Operating Details
Operating Details | |||
---|---|---|---|
Maximum sized aircraft which can be offloaded on bulk cargo: | No Such capacity | ||
Maximum sized aircraft that can be offloaded on pallet | IL-76 | ||
Total aircraft parking area (m²) | 7,500m2 | ||
Storage Area (mt) | n/a | Cubic Meters (m³) | n/a |
Cargo Handling Equipment Available (Yes / No) | Yes | If "Yes" specify below | |
Elevators / Hi Loaders (Yes / No) | Yes | Max Capacity (mt) | n/a |
Can elevators / hi loaders reach the upper level of a B747 (Yes / No) | No | ||
Loading Ramps (Yes / No) | No |
Storage Facilities
The only storage facilities available at the airport are three large, private, bonded warehouses, a part of which are rented out to the government and serves as the airports customs warehouse. The warehouses are approximately 850m2.
Airfield Cost
Navigation Charges
Navigation charges are currently not applicable to JIA
Aircraft Weight - MTOW (kg) |
Navigation (per journey) USD - $ |
Landing USD - $ |
Night Landing USD - $ |
Night Take-Off USD - $ |
Parking | Handling Charges | |
---|---|---|---|---|---|---|---|
0 | 7,000 | n/a | 172 - 265 | 0 | 0 | 70 | n/a |
7,001 | 136,000 | n/a | 265 - 1843 | 0 | 0 | 70 | n/a |
136,001 | and over | n/a | 1843 - 2083 | 0 | 0 |
70 |
n/a |
Note 1: Night landing is not permitted unless in an emergency Note 2: Parking charges are USD70 regardless of aircraft Note 3: All of these charges are administered by the CAA and are the same for all airports in Juba |
Fuel Services Charges
Individual commercial companies determine fuel service charges. At the time of this study the average service charge was an all-inclusive USD$1.80 per litre.
Cargo Terminal Charges
JIA currently has no cargo terminal. Cargo is handled by commercial companies and or clearing agents.
Air-bridge Charges
No such capacity
Security
Airport security is the responsibility of the Civil Aviation
Authority. In addition to aviation security personnel, the SSPS,
SPLA and other national security agencies also have a presence at
the airport.
Perimeter fencing is present, well maintained and surrounds the
airport preventing access to the runway and airport grounds.
Stringent access control to the main terminal building, departure
lounge and administrative buildings is maintained, however the
layout of the buildings, increased airport traffic and number of
public and passengers needing access to the airport makes access
and crowd control difficult.
The vehicle parking and public waiting areas are situated in close
proximity to the terminal buildings and although the majority of
vehicular traffic is directed to the main open parking area, a
large number of vehicles still have access to parking close to the
terminal buildings. A small vehicle gate also allows direct access
from the parking area to the baggage areas and runway beyond.
Access to the airport control tower and airport administration area
is also relatively unrestrictive.
Security equipment such as metal detectors and X-ray machines are
present, but is frequently broken down. One X-ray machine serving
all checked-in baggage on domestic and international flights is
currently operational. As a result, airport security personnel also
physically examine passengers, baggage and cargo upon entering or
exiting the airport. The CAA recently introduced a new ID card
system for authorized personnel.
For information on South Sudan airport company contact details, please see the following links:
2.2.2 South Sudan Malakal National Airport
South Sudan has a large number of airstrips across the country. These airstrips are mostly rudimentary gravel landing strips that are accessible by robust fixed-wing aircraft and helicopters. Of these approximately 50 airstrips are regularly serviced by UNHAS and other commercial charters. Apart from JIA only 3 other airstrips, Wau, Paloich and Malakal, have asphalt runways. Current plans are in place to upgrade the runway at Rumbek airport to asphalt and further expand the current airport network.
Airport Details |
|||
---|---|---|---|
Country |
South Sudan |
Latitude |
9.560333 |
Province / District |
Upper Nile State |
Longitude |
31.65367 |
Airport Name |
Malakal Airport |
Elevation (ft) |
1,290 |
IATA & ICAO codes |
MAK & HSSM |
Surface |
Asphalt |
Town or City (closest) |
Malakal |
Runway Condition |
Good |
NGO / UN (on ground) |
Yes |
Passenger / Cargo Security Screening (Yes / No) |
Yes |
Runway Dimension |
2000 (m) X 45 (m) |
Ground Handling (Yes / No) |
Yes |
Refueling Capacity |
Yes |
Runway Lighting (Yes / No) |
No |
Runway Heading |
04/22 |
Fire Fighting Equipment (Yes / No) |
Yes |
Air Traffic Control (Yes / No) |
No |
Windsock (Yes / No) |
No |
Weather Information (Yes / No) |
No |
Aircraft Parking space (Yes / No) |
Yes |
Navigation Aids (Yes / No) |
No |
Perimeter fencing (Yes / No) |
Yes |
For information on South Sudan Airport contact details, please see the following link:
4.5 South Sudan Airport Companies Contact List
2.2.3 South Sudan Wau National Airport
A circle radius of 500 m around coordinates 7.7375 / 27.99619 is designated as a restricted area and should be strictly avoided.
Airport Details |
|||
---|---|---|---|
Country |
South Sudan |
Latitude |
7.724167 |
Province / District |
Western Bahr el Ghazal |
Longitude |
27.97861 |
Airport Name |
Wau Airport |
Elevation (ft) |
1,533 |
IATA & ICAO codes |
WUU & HSWW |
Surface |
Asphalt |
Town or City (closest) |
Wau |
Runway Condition |
Good |
NGO / UN (on ground) |
Yes |
Passenger / Cargo Security Screening (Yes / No) |
Yes |
Runway Dimension |
2500 |
Ground Handling (Yes / No) |
Yes |
Refueling Capacity |
45 |
Runway Lighting (Yes / No) |
No |
Runway Heading |
09/27 |
Fire Fighting Equipment (Yes / No) |
Yes |
Air Traffic Control (Yes / No) |
Yes |
Windsock (Yes / No) |
Yes |
Weather Information (Yes / No) |
No |
Aircraft Parking space (Yes / No) |
Yes |
Navigation Aids (Yes / No) |
No |
Perimeter fencing (Yes / No) |
Yes |
For information on South Sudan Airport contact details, please see the following link:
4.5 South Sudan Airport Companies Contact List
2.3 South Sudan Road Network
For information on South Sudan Road Network contact details, please see the following link:
4.1 South Sudan Government Contact List
South Sudan has one of the world’s most underdeveloped roads
networks. The total estimated track length in South Sudan is
approximately 90,200km, which includes approximately 14,000 km of
primary and secondary roads, and 6000km of tertiary tracks. The
current interstate and international roads network consists of
around 5,000km of gravel roads with approximately 300km of sealed
roads. Currently only one international road, the 192km stretch
between Juba-Nimule on the Ugandan border is sealed. The majority
of other sealed roads are urban roads within the capital city Juba.
All other national, interstate and urban roads consist of badly or
non-maintained dirt roads.
The rugged land terrain, insecurity in certain areas along
transport routes, the vast distances to be covered, and the sheer
size of capital investment required, are all limiting the expansion
of the roads network and addressing the severe infrastructural
backlog currently faced by the government. The general
infrastructure and conditions of the roads makes them vulnerable to
seasonal influxes, with many roads impassable during the rainy
season for extended period of times and cutting off large areas of
the country.
All these factors contribute to relatively high transportation
costs and the Government has identified the poor condition of the
road network and infrastructure as one of the major constraints to
economic and social development. As such, the government through
its long-term development initiatives have identified road
construction and the upgrade and expansion of existing
infrastructure as a key priority.
Distance Matrix
For information on South Sudan Road network distance matrix, please see the following link:
Logistics Cluster South Sudan Road Network Distance Matrix
Road Security
Since resumption of conflict in December 2013 road travel has
become precarious. Road conditions, at best, remain assessed as
very poor, markings and very limited maintenance increasing the
security risk. Compounding this situation is the current absence of
adequate policing of the nation’s roads, resulting in dangerous
standards of driving and even in major towns there is almost no
enforcement of existing traffic regulations.
During the rainy season, many of South Sudan’s roads become
impassible and injury from motor vehicle accidents, and exposure to
other risks such as illegal checkpoints to staff traveling by road
increase. Road checkpoints are a common occurrence, especially in
large towns and cities, and in areas that have recently experienced
civil unrest.
Weighbridges and Axle Load Limits
Currently there are no weighbridges in the country and low
capacity to enforce axle load limits.
South Sudan is adjusting to the regional axle load limits set
through the Common Market for Eastern and Southern Africa (COMESA)
and East African Community (EAC) requirements, and which is
currently set at a maximum of 56 tonnes with a 0% weighbridge
allowance. These requirements permit some of the highest Gross
Vehicle Mass limits in the world; however, countries in the region
apply these load limits differently so vehicles travelling through
the region to South Sudan will be subject to compliance with the
lowest axle load limit. Note, Traffic from Ethiopia into Upper
Nile State can move payloads of 45MT per truck..
Axle load limits |
Sudan |
Kenya |
Uganda |
---|---|---|---|
Truck with 2 axles |
No Limits |
18,000 |
18,000 |
Truck with 3 axles |
No Limits |
24,000 |
24,000 |
Truck with 4 axles |
No Limits |
28,000 |
30,000 |
Semi-trailer with 3 axles |
No Limits |
28,000 |
28,000 |
Semi-trailer with 4 axles |
No Limits |
34,000 |
32,000 |
Semi-trailer with 5 axles |
No Limits |
42,000 |
40,000 |
Semi-trailer with 6 axles |
No Limits |
48,000 |
48,000 |
Truck & drawbar trailer with 4 axles |
No Limits |
36,000 |
38,000 |
Truck & drawbar trailer with 5 axles |
No Limits |
42,000 |
42,000 |
Truck & drawbar trailer with 6 axles |
No Limits |
48,000 |
50,000 |
Truck & drawbar trailer with 7 axles |
No Limits |
54,000 |
56,000 |
Road Class and Surface Conditions
Access constraints information is available on the following link: Logistics Cluster South Sudan Operation Page
Other information on South Sudan roads see following links:
4.1 South Sudan Government Contact List
South Sudan Road Research Centre Preliminary Report
Country Report - South Sudan’s Infrastructure: A Continental Perspective
2.4 South Sudan Railway Assessment
South Sudan does not have an extensive rail system and current
rail infrastructure, which was constructed between 1959-1962, and
what has been left over from the previous Sudan government is in a
serious state of disrepair. In 2010, the track was rehabilitated
through the MDTF’s US$48.5 million National Emergency Transport
Project (NETREP) with the aim of revitalizing the sector and
increasing cargo and passenger transport capacity into the area,
however current rail operations have been suspended due to border
closures, unserviceable equipment, a lack of capacity, and
non-operational rolling stock.
The single, 1067 mm (3’6”) gauge, 446km rail connection linking
Babanusa in North-Sudan to Wau in South Sudan forms part of a rail
transport corridor that extends up to Port Sudan and which forms an
important transportation link into South Sudan’s Northern and
Western Bar El Ghazal states with a 248km link from the border to
the major towns of Aweil and Wau. Regionally, however, there has
been a shift towards road transport due to the relatively high rail
tariff costs, unreliable service and unavailability of adequate
assets and general poor management.
When reopened, and rail capacity fully realized, the railway line
could serve as a key part of the domestic transport system, and
even though the government has indicated the desire to revitalize
and extend the network, the current emphasis is on the expansion of
the road network and any transport costs will, for the foreseeable
future, be constrained by road competition.
Railway Companies and Consortia
No railway companies or consortia are currently operating in South Sudan. Historically, railway companies were owned and operated from Sudan through the Sudan Railways Corporation and when the line is reopened the SRC is the most likely company to continue services along this route.
For information on South Sudan Railway network contact details, please see the following link:
4.2.1 South Sudan Government Contact List
4.9 South Sudan Railway Companies Contact List
Capacity Table
Rail Operator Capacity | |
---|---|
Sudan Railway Corporation |
|
Operates on (lines) |
All (4578km) |
Max train length and/or pulling capacity |
n/a |
Locomotives (electric/diesel/steam) |
Diesel (130 Mainline, 54 Shunting) |
Freight Wagons (covered) / size |
4781 (mixed) |
Freight Wagons (flat bed) / size |
n/a |
Freight Wagons (high-sided)/size |
n/a |
Freight Wagons (drop-side)/size |
n/a |
Key Route Information
Standard Route Information | |||
---|---|---|---|
Babanusa – Rumaker (South Sudan Border) |
Rumaker – Aweil |
Aweil - Wau |
|
Track gauge |
Single gauge, 1067 mm (3’6”) |
Single gauge, 1067 mm (3’6”) | Single gauge, 1067 mm (3’6”) |
Ruling gradient |
n/a |
n/a | n/a |
Total track distance (single and/or double) |
Single track: 195,5km |
Single track: 113,7km | Single track: 136,3km |
Type of rail (weight and if welded or not) |
50 lb/yard |
50 lb/yard | 50 lb/yard |
Total track travel time |
n/a |
n/a | n/a |
Maintenance (Good, marginal, bad) |
Marginal |
Bad | Bad |
Companies-consortiums operating on line |
Sudan Railway Corporation |
None | None |
Traffic frequency (monthly/weekly/daily) |
n/a |
None | None |
Security (Good, marginal, bad) |
Marginal |
Bad | Bad |
Main stations (Add details below) |
See below |
See below | See below |
Key Stations
Key Station Information | ||
---|---|---|
Aweil Station | Wau Station | |
Location |
8°45'42.29"N 27°23'37.23"E |
7°43'5.81"N 27°58'55.68"E |
Contact Information |
Contact ministry in Juba | Contact ministry in Juba |
Connections with other transport means (road/waterways/air) |
Road only | Road and Air |
Storage Capacity (square meters and cubic meters) |
None | None |
Handling Equipment | None | None |
Handling Capacity: MT / Hour TEU / Hour |
n/a | n/a |
Other Comments | Station is currently not operational | Station is currently not operational |
2.5 South Sudan Waterways Assessment
A large section of the White Nile flows through South Sudan and the country have access to approximately 1400km of navigational waterways stretching from Juba in the south, to Kosti in North Sudan, and from Bentui in the west to Akobo on the Ethiopian border to the east. The river is accessible throughout the year, and during the rainy season the Nile is the only reliable transport link between the southern, central and northern areas of the country. Many of the rivers tributaries are also navigable, however these are only considered passable during the rainy reason.
Although navigational throughout the year, water levels fluctuate during the rainy and dry seasons. In some areas this results in the reduced cargo carrying capacity of barges with barge operators loading vessels according to seasonal draft and clearance requirements. Standard barges take around 400mt but at times during the dry season and in some sections such as between Juba-Bor, the river is only navigable with 300mt. Various barge operators and powerboat owner-operators provide transport services along the length of the river, with the major ports of Mangalla, Bor, Shambe, Adok, Malakal and Renk easily accessible. The majority of river ports are nothing more than an easily accessible riverbank from which porters can load and offload cargo. Loading and offloading facilities, including access to equipment remain problematic.
Passenger transport along the river has not been fully developed. There are no dedicated passenger barges operating along the river and passenger transport is mostly done through powerboats, and allocated space on cargo barges. The development of infrastructure along the river has in recent times largely been the domain of private operators and other commercial companies who have constructed, or are in the planning phases, of constructing their own supply bases with direct access to the water with dedicated equipment and storage solutions.
Company Information
Historically barge and boat operations were characterized by state run agencies managed by Sudan. The largest barge companies currently operating on South Sudan waterways are MINCO Limited, Nile Barges for River Transport Co, Keer Marine Co and the South Sudan Trans Nile Company.
For information on South Sudan Waterways contact details, please see the following link:
4.2.3 South Sudan Port and Waterways Company Contact List
Passenger Carrying Capacity
Passenger transport along the river has not been fully developed. There are no dedicated passenger barges operating along the river and passenger transport is mostly done through powerboats, and allocated space on cargo barges.
Key Routes
Key Route Information |
||
---|---|---|
From: Juba To: Kosti |
From: Malakal To: Akobo |
|
Total Distance (km) | 1436km | 500km |
Width (m): |
n/a | n/a |
River Flow (m³ / second) |
Peak river flow of the upper White Nile Basin above Malakal occurs between July and December. The average flow is approximately 924 m3/s with an average peak of approximately 1218 m3/s and a minimum average flow of 609 m3/s. |
The Sobat river is one of the biggest tributaries of the White Nile with an average flow of 412 m3/s, and an average peak and minimum flow of 680 m3/s and 99 m3/s respectively. |
Seasonal Affects | Low water levels during the dry season between the Juba-Bor section affects barge cargo capacity | Low water levels during the dry season between the Juba-Bor section affects barge cargo capacity |
Maximum Weight and Size of Vessels |
Standard 400mt barge | Barge and boat services |
Regular Traffic Passenger / Cargo |
Passenger and cargo | Passenger and cargo |
Companies Operating Along the Route |
KEER Marine Co. Nile Barges for River Transport Co. Ltd MINCO Ltd South Sudan Trans Nile Company |
KEER Marine Co. Nile Barges for River Transport Co. Ltd MINCO Ltd South Sudan Trans Nile Company |
Security Concerns (Yes / No) |
Yes, various security checkpoints are present along this route and operators occasionally make use of national security personnel on barges to help navigate such areas. |
Yes |
Main Ports | Mangalla, Bor, Shambe, Adok, Malakal and Renk | Malakal, Nasser, Akobo |
Port Information
Key Port Information | ||
---|---|---|
Bor Port | Malakal Port | |
Location |
06°12'15.37"N 31°33'11.03"E |
N 09° 31’ 35.00” E 31° 39’ 02.00” |
Contact Information |
n/a | Bol Gordon – Port Manager - +211 (0) 955444412 |
Connections with other transport means (road/waterways/air) |
Road (State and Interstate) and air (Bor Airport) | Road (State and Interstate) and air (Malakal Airport) |
Storage Capacity (square meters and cubic meters) |
None | None |
Handling Equipment | None | None |
Customs Clearance Available (Yes / No) |
No | None |
Other Comments | Bor port is comprised of an easily accessible riverbank where barges can dock to load and offload cargo. An additional docking area is available a short distance upstream and WFP also have a floating jetty adjacent to its warehouses approximately 11km up stream. There are no warehousing or cargo handling equipment available on site and mobile cranes have to be hired in. |
Malakal Port has a concrete pier of approx. 300 m in length. Porters unload barges but mobile cranes are available from private operators. The porters are organized and unloading/loading fees must be negotiated. Fuel is available at the port from commercial suppliers. Malakal is an important port due to its geographical location. Humanitarian goods offloaded at Malakal can be transshipped at onto smaller vessels, which can then use the White Nile tributaries to reach points east and west of the main river.
|
For information on South Sudan additional waterways information, please see the following links:
White Nile River Cargo Transport Assessment
2.6 South Sudan Storage Assessment
There is a lack of permanent storage capacity in South Sudan and the majority of storage solutions are provided through temporary and mobile storage units. The humanitarian community constitutes the largest sector with available warehouse space and most organisations have storage facilities in Juba and most other major towns.
The commercial sector has taken advantage of this gap and an ever-growing number of warehouses are present in major towns. Cold Chain remains problematic with the capital outlay and risks associated with such endeavours limiting growth in this sector. A number of commercial operators however are currently developing their capacity to provide a complete cold chain solution.
Commercial Storage
Location |
Owner |
Available for Rent |
Capacity mt / m² / m³ |
Type [1] |
Access [2] |
Condition [3] |
---|---|---|---|---|---|---|
Juba |
Warehousing Logistics Co |
Yes |
13 acres of open storage, fenced with security |
2,200 m² MSU’s available for rent, 1 cold store MSU |
Good access |
Good, clean compound |
Juba |
Worldwide Movers South Sudan Ltd |
Yes |
320 m² |
Metal and concrete warehouse |
Access is difficult |
Gravel floor |
Juba |
RH&S Transporting & Investment |
Yes |
N/A |
N/A |
N/A |
N/A |
Juba |
Tambura Kator Road |
Yes |
1,752 m³ |
Metal concrete warehouse |
Good |
Concrete ground |
Juba |
Hai Malakal Road to Riverside |
Yes |
2,520 m³ |
Metal concrete warehouse |
Good |
Concrete ground |
Juba |
Hai Munuki Near Carter Center |
Yes |
30,000 m³ |
Metal concrete warehouse |
Good |
Concrete ground |
Juba |
Juba Kejikeji Road |
Yes |
2,400 m³ |
Metal concrete warehouse |
Good |
Concrete ground |
Juba |
Network Support Services (RSS) |
Yes |
6000 m² |
Metal/concrete, Rubbhalls, Thermal units, open area for materials/container storage |
Good |
Secure 19 acre compound. |
[1] Warehouse Type: Open storage, container, rub-hall, silo, concrete, other, unspecified
[2] Warehouse Access: Raised-siding, flat
[3] Warehouse condition: Appears intact, appears damaged, under construction/repair
Storage Used by Humanitarian Organizations
All major humanitarian organisations have access to their own storage facilities and warehouse management is mostly conducted in-house. Many organisations also make use of commercial storage. In smaller locations and where the presence and size of humanitarian actors vary it is common for organisations to share storage space and in some instances smaller organisations rely almost entirely on other organisations for storage.
Through the common storage service, the Logistics Cluster has access to more than 6,700m2 of warehouse space in more than 19 locations across the country. This storage space is made available to the humanitarian community either to augment their current capacity or serve as dedicated storage space on a short-term basis free of charge.
Location |
Organization |
Sharing Possibility (Yes / No) |
Capacity mt / m² / m³ |
Type* |
Access** |
Condition*** |
---|---|---|---|---|---|---|
Akobo |
Relief International |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Alek |
NRC |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Gendrassa |
ACTED |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Bentiu |
WFP |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Boma |
WFP |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Bor (2) |
WFP |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Jemaam |
ACTED |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Likuangole |
WFP |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Malakal (2) |
WFP & WVI |
Yes |
480 m² |
Wiikhall |
Good |
Good |
Melut |
JAM & WFP |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Renk |
JAM & WFP |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Wau (2) |
WFP |
Yes |
480 m² |
Wiikhall |
Good |
Good |
Wunrok (2) |
ACF |
Yes |
480 m² |
Wiikhall |
Good |
Good |
Yida |
Samaritans Purse |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Pibor |
INTERSOS |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Kayya |
ACTED |
Yes |
240 m² |
Wiikhall |
Good |
Good |
Public Sector Storage
The government has access to a number of warehouse facilities however these facilities are not readily made available to the humanitarian community. In some instances the government is able to provide or allocate storage space to the humanitarian community however access to this space needs to be negotiated for directly with the relevant line ministry. Additional storage space can also be negotiated for through the Relief and Rehabilitation Commission for those organisations involved in emergency response.
Cold Chain
Cold Chain remains problematic with the capital outlay and risks associated with such endeavours limiting growth in this sector. A number of commercial operators however are currently developing their capacity to provide a complete cold chain solution.
2.7 South Sudan Milling Assessment
There are no large scale milling operations currently active in South Sudan and the industry is characterised by small-scale owner-operators utilising small capacity milling machinery. Milling facilities are available in major towns and villages, but these milling machines are privately owned and milling rates are negotiated on a case-by-case basis with market prices fluctuating depending upon the exchange rate. The average capacity of available milling machines range from 100kg to 450kg per hour. For large scale milling operations it is more cost effective to Mill in neighbouring countries such as Kenya and Uganda where large scale milling facilities are available.
3 South Sudan Logistics Services
Since independence the market of service providers have expanded exponentially with both national and international companies providing a host of support services. As in other business sectors, domestic operators and service providers have also seen significant growth and the government is actively encouraging the development of local ownership. However the growth in this sector and the quality of the services provided is constrained by a shortage of specialised skills in the local labour market and the perceived difficulty of doing business in South Sudan.
Disclaimer: Registration does not imply any business relationship between the supplier and WFP / Logistics Cluster, and is used solely as a determinant of services, and capacities.
Please note: WFP / Logistics Cluster maintain complete impartiality and are not in a position to endorse, comment on any company's suitability as a reputable service provider.
3.1 South Sudan Fuel
The supply of fuel is a critical component of logistics operations in South Sudan. The country currently has no oil refineries and relies heavily on fuel imports to service its domestic needs. Historically, the vast majority of fuel supplies were imported from Sudan using barges and trucks, however in recent times; the majority of fuels have been imported from neighboring countries Kenya, Uganda and to a limited extent Ethiopia. The availability and price of fuel has seen dramatic fluctuations in the last two years. Fuel prices vary around the country with the cost of transport, including the various taxes levied by the national and state governments affecting the price.
Currently the supply of fuel is erratic with suppliers trucking in the majority of fuel from neighbouring countries with the major in-country suppliers having direct access to Kenyan refineries. However, a high demand for fuel and the Government’s push to become fuel self-reliant has lead to plans for the rapid development of the countries own refining capability. Current plans include a proposed pipeline to the port of Lamu that would also include the construction of a refinery at the port. In the short term, the construction of a number of smaller refineries is planned.
The market for fuel is relatively transparent and there are few barriers to entry save for the high investment costs involved. Since the closure of the border with Sudan, the regular supply of fuel from that country has decreased dramatically and since fuel has to be trucked in, supply remains erratic with retail outlets regularly experiencing fuel shortages. As a result, larger fuel importers have responded by increasing their fuel bunkering capacity either within South Sudan, or in strategic locations in neighboring countries to ensure a constant supply of fuel.
For information on South Sudan Fuel contact details, please see the following links:
Fuel Prices - Mytravelcost Wesbite (updated monthly)
4.7 South Sudan Fuel Providers Contact List
Fuel Pricing
The government has set a price ceiling at which suppliers can sell fuel in order to protect local consumers against high fuel prices. These prices change on a regular basis for all fuel types and is linked to the fluctuating exchange rate.
Seasonal Variations
During the rainy season when most of the country becomes inaccessible by road, the availability of fuel in certain areas and price fluctuations becomes an issue. Fuel suppliers have historically responded to this by increasing their fuel bunkering capacity in strategic locations. In recent times and due to improved road infrastructure, and an improved security situation, most major towns are reachable during the wet season.
Seasonal Variations |
|
---|---|
Are there national priorities in the availability of fuel? (Yes / No) |
No |
Is there a rationing system? (Yes / No) |
No |
Is fuel to lower income/vulnerable groups subsidized? (Yes / No) |
No |
Can the local industry expand fuel supply to meet humanitarian needs? (Yes / No) |
Yes. However, a sudden and prolonged surge in demand would be problematic and given the length of the supply chain, it is highly unlikely that South Sudanese fuel suppliers would be able to meet the surge in demand for extended periods of time. |
Is it possible for a humanitarian organization to contract directly a reputable supplier/distributor to provide its fuel needs? (Yes / No) |
Yes, various suppliers with direct access to fuel refineries is operating within South Sudan |
Fuel Transportation
Historically river barges and road tankers from Sudan were utilised to transport fuel into South Sudan. This import method is still in effect as there are no strategic pipeline assets in place to transport petroleum products from refineries in neighbouring countries to states and major urban centres within South Sudan. Currently, fuel tankers from Kenya, Uganda and Ethiopia transport the vast majority of fuel to major supply depots around the country. Fuel barges from Juba also transport fuel to downstream locations with road tankers transporting fuel to outlying depots from there. Currently, the fuel transport system is able to keep up with demand; however a sudden surge in demand would put a strain on the available supply and transport capacity. The supply of fuel into the north of the country remains intermittent, which is compounded by the length of the supply chain from refineries in neighbouring countries and road accessibility constraints during the rainy season.
Standards, Quality and Testing
The National Bureau of Standards and the Ministry of Energy and Mining is responsible for the setting and enforcement of fuel standards and quality in South Sudan. Currently, however, the enforcement of such standards remains challenging and the country is reliant on the standards set by neighboring countries from which fuel is imported. Furthermore, current standards enforcement is only limited to visits and the testing and calibration of distribution meters at retail stations to protect consumers from unregulated pricing. All major suppliers have installed their own filters and firefighting equipment.
Currently there are no national testing laboratories and commercial companies have the best capacity to test fuel within the country. Dalbit fuels have access to a Society General de Surveillance (SGS) laboratory in Rumbek to test and re-certify AGO diesel fuel. The company is also able to test Jet-A1 Fuel to ensure that it conforms to international standards. Other large suppliers like Tristar who have the UNMISS contract both for diesel and Jet A1 are running training programs for the Ministry of Commerce and Industry to establish standards and QC for ROSS ministry personnel.
Industry Control Measures |
|
---|---|
Tanks with adequate protection against water mixing with the fuel (Yes / No) |
Yes, only large suppliers are able to adequately provide this capacity. |
Filters in the system, monitors where fuel is loaded into aircraft (Yes / No) |
Yes, major fuel suppliers have filter systems in place both at fuel storage units and on fuel trucks to ensure water and particulate filtration. |
Adequate epoxy coating of tanks on trucks (Yes / No) |
No, only major fuel suppliers have adequate protection. |
Presence of suitable fire fighting equipment (Yes / No) |
Yes, only large suppliers can realistically provide acceptable fire fighting systems and adhere to international standards. |
Standards Authority |
|
Is there a national or regional standards authority? (Yes / No) |
Yes |
If yes, are the standards adequate/properly enforced? (Yes / No) |
No |
Testing Laboratories |
|
Are there national testing laboratories? (Yes / No) |
No |
For information on South Sudan Fuel, please see the following dated but still relevant document:
UN Survey of the Humanitarian Fuels Situation and Prospects in South Sudan 2004
3.2 South Sudan Transporters
South Sudan Transporters
The demand for road freight transport has grown significantly
since independence. The result is that a large number of local and
foreign owned transport providers have entered the market with a
variety of capacities and services to offer. This sector is
characterised by small to medium sized vehicle fleets and vehicles
of differing capacities and maintenance levels. Larger transport
providers are able to offer full transport services and operate
into neighbouring countries.
In general, road freight transport companies range from small to
medium sized operations with access to additional fleet capacity
through owner-operator vehicles. Most operators are able to operate
throughout the country however in some instances such as during the
rainy season or in areas posing a potential security risk
transporter can refuse to travel or increase transport costs.
The road freight transport sector is able to meet the current
demand of the humanitarian community and foreign operators are
allowed to operate domestically on condition that companies are
registered. As with other business sectors, the government is
actively encouraging local development and ownership and in some
instances requires local shareholders in foreign owned
companies.
For information on South Sudan Transporters contact details and
fleet information, please see the following links:
4.8 South Sudan Transporter Contact List
3.3 South Sudan Manual Labor Costs
Historically labour costs were based on the wage laws of the Republic of Sudan, however since independence labour laws such as those stipulating a national minimum wage have been under review. The current Labour Bill of 2012 however defines various issues surrounding acceptable working conditions such as a 48 hour work week, the calculation of overtime payments and annual and maternity leave provisions.
Manual labour is readily available however in some sectors unions play important roles in determining numeration
Rates vary currently with the fluctuating exchange rate.
3.4 South Sudan Telecommunications
The Ministry of Telecommunications and Postal Services (MOTPS) is responsible for the development of the countries telecommunications infrastructure and to oversee and regulate the telecommunications network and service providers. The country has no formal landline telephone network and telecommunications services are provided through satellite and mobile communications networks. Various large international mobile phone providers are present in the country, most urban centers and along major roads have mobile phone coverage. Sim cards are readily available in the market and registration is not required. Mobile Internet is available on all networks however data costs are still relatively high.
For information on South Sudan Telecommunications contact details, please see the following link:
4.1 South Sudan Government Contact List
4.11 South Sudan Additional Services Contact List
Telephone Services |
||
---|---|---|
Is there an existing landline telephone network? (Yes / No) |
No
|
|
Does it allow international calls? (Yes / No) |
No |
|
On average, number and length of downtime periods |
n/a | |
Mobile phone providers (List) |
MTN, ZAIN, VIVACELL, GEMTELL | |
Estimated availability and coverage (Approximate percentage of national coverage) |
All major urban centres, surrounding areas and along major roads |
Telecommunication Regulation
Currently no formal telecommunications regulations are in place. The Directorate of Spectrum Management is currently responsible for the allocation of frequencies and agreements. The Ministry of Telecommunication and Postal Services (MOTPS) aims to establish a Telecommunications Regulator by 2014 and is currently working with various international actors in this regard.
Regulations |
||
---|---|---|
Regulations on usage or import of: |
Yes / No |
Regulating Authority |
Satellite |
No |
MOTPS |
HF Radio |
No |
MOTPS |
UHF/VHF/HF radio: handheld, base and mobile |
No |
MOTPS |
UHF/VHF repeaters |
No |
MOTPS |
GPS |
No |
MOTPS |
VSAT |
No |
MOTPS |
Individual Network Operator Licenses Required | ||
n/a | ||
Frequency Licenses Required | ||
n/a |
Existing Humanitarian Telecoms Systems
The humanitarian communications system is well developed and
present with 24 hour staffed radio rooms located in all major state
capitals and areas with a permanent humanitarian presence.
The WFP lead Emergency Telecommunications Cluster (ETC) has been
active in South Sudan since September 2011 following the official
separation of South Sudan from Sudan. The aim of the ETC is to
improve humanitarian coordination by providing humanitarian
agencies the ability to communicate via a stable and secure
telecommunications systems in remote areas.
For information on South Sudan Humanitarian Telecoms Systems additional details, please see the following document:
Emergency Telecommunications Cluster Provision of ICT Services in South Sudan
Existing UN Telecommunication Systems |
||||||
---|---|---|---|---|---|---|
Organisations |
UNDP |
WFP |
UNHCR |
UNDSS |
UNICEF |
OCHA |
VHF frequencies |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
HF frequencies |
No |
Yes |
No |
Yes |
No |
No |
Repeaters (Locations) |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
VSAT |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Internet Service Providers (ISPs)
South Sudan is one of the most expensive countries in Africa in terms of Internet usage, with an average retail cost of USD$ 4,000 per megabit via satellite. All licenced service providers use satellite-based V-Sat and WiMax technology as the country has no established fibre optics network, nor is it directly connected to East Africa’s internet fibre-optic networks serviced by The East African Marine Systems (TEAMS), Eastern Africa Submarine Cable System (EASSy) and SEACOM providers.
The Ministry of Telecommunication and Postal Services (MOTPS) plays an oversight function and is in charge of regulating and licencing of local telecommunications companies. Currently there are no national carrier in South Sudan, however the Council of Ministers approved the establishment of a national telecommunications operator in May 2013.
Internet Service Providers |
||
---|---|---|
Are there ISPs available? (Yes / No) |
Yes |
|
Private or Government |
Private |
|
Dial-up only (Yes / No) |
No |
|
Approximate Rates |
Dial-up: |
n/a |
Broadband: |
n/a |
3.5 South Sudan Food and Additional Suppliers
Overview
4.10 South Sudan Supplier Contact List
There are no established suppliers for food (Maize, CSB, Pulses, Sugar, Oil or RTE (Ready to Eat) produced in South Sudan. Most locally produced foodstuffs are available in local markets or transported to larger markets in urban areas. Most foods are imported from neighbouring countries Uganda and Kenya.
WFP’s 'P4P' unit has started to establish business relationship with a selection of farmers’ organisations and cooperatives in Western and Central Equatoria with the aim of stimulating local production and making surplus food available to the wider market.
Operational support items such as water tanks, generators tents and basic IT equipment are readily available in major market centres around the country, however specialised items would need to be imported from neighbouring countries.
Generic country information can be located from sources which are regularly maintained and reflect current facts and figures. For a general overview of country data related to the service and supply sectors, please consult to following sources:
The Observatory of Economic Complexity – MIT (OEC) South Sudan -Page
Disclaimer: Inclusion of company information in the LCA does not imply any business relationship between the supplier and WFP / Logistics Cluster, and is used solely as a determinant of services, and capacities. Please note: WFP / Logistics Cluster maintain complete impartiality and are not in a position to endorse, comment on any company's suitability as a reputable service provider.
3.6 South Sudan Additional Service Providers
South Sudan Additional Service Providers: Vehicle Rental, Taxi Companies, Freight Forwarding Agents, Handling Equipment, Power Generation and ISPs
Since independence the market of service providers have expanded exponentially with both national and international companies providing a host of support services. As in other business sectors, domestic operators and service providers have also seen significant growth and the government is actively encouraging the development of local ownership. However the growth in this sector and the quality of the services provided is constrained by a shortage of specialised skills in the local labour market and the perceived difficulty of doing business in South Sudan.
Vehicle Rental
Various vehicle rental companies are present in South Sudan with a wide selection of vehicles available for hire. The vast majority of such companies however have small vehicle fleets with varying capacities and vehicles maintained to questionable standards. No large international vehicle rental companies are present in South Sudan and organisations looking to augment their vehicle fleet will need to negotiate directly with vehicle owners.
Taxi Companies
The taxi industry is unregulated and characterised by privately owner-operated vehicles and motorbikes. There are a number of larger locally owned taxi operators however travel rates vary and needs to be negotiated for. Travel by motorbike or ‘boda-boda’ is readily available and at a relatively low cost, however at significant risk due to prevailing road conditions. In general the use of locally available taxi’s and motorbikes is reliable; however it does pose some personal security risk to travellers. As no taxi operators have ‘passenger liability’ insurance. Hence, it is advisable that international travellers include this in any travel insurance.
Freight Forwarding Agents
A number of freight forwarding companies and brokers with varying capacities are operational in South Sudan. The larger operators have good contacts within relevant government departments and access to a variety of logistical services including air, water and land transport providers making their services relatively reliable. The majority of freight forwarding agents are situated in Juba with a smaller number located in other major towns.
Handling Equipment
Handling equipment can be rented from local commercial companies
or acquired in the market. Most specialised equipment need to be
imported from neighbouring countries however.
Non-standardised pallets can be manufactured in the local market,
in general however all wooden and plastic pallets are imported.
Electricity and Power
The Ministry of Energy and Dams is responsible for the
development of the country’s electricity infrastructure. In 2012,
the ministry established the South Sudan Electricity Corporation
(SSEC), which oversees the generation, transmission, distribution
and sale of electricity within the country, and most of the state
capitals now have some electrical power, commonly referred to as
‘City power’. The in-country power-generating infrastructure
consists of large diesel operated power plants and distribution
systems. However, the electrical power coverage is limited to these
urban areas and prioritized for local administration/government and
local hospitals, as the power grid is severely limited. The
electricity supply in South Sudan is only partially accessible in
certain areas and in these areas the supply is often erratic, and
characterised by frequent power outages due to broken power units,
or more commonly, a lack of fuel.
The most recently commissioned power plants and electrical
distribution systems are situated in Juba, Malakal, Wau, Bor,
Yambio, Rumbek and Renk. The power production plant for Juba has
been greatly improved in terms of efficiency but still coverage of
the town is limited. Malakal has good coverage through large
functioning diesel generators. Considering that power generation is
largely unreliable and inconsistent it is essential that major
organizations have their own power generating capacity and back-up
units. Small to large portable generators are readily available in
local markets. In 2012, the country had approximately 33MW of
installed generating capacity with partial access mainly to the
towns Juba, Malakal and Wau.
In 2012, the Government entered into an agreement with the
government of Ethiopia to import electricity into the country. The
agreement called for the installation of a 230 KV transmission line
from Gambela and a 500 KV transmission line from the Grand
Renaissance Dam in Ethiopia to South Sudan. The agreement is to
come into affect upon the completion of the dam.
Production Unit |
Type [1] |
Installed Capacity (MW) |
Current Production (MW) |
---|---|---|---|
Juba (Wartsila) |
Diesel |
12 MW |
Operational |
Juba (Cummins) |
Diesel |
8 MW |
Non-Operational |
Malakal |
Diesel |
4.8 MW |
Operational |
Wau |
Diesel |
2 MW |
Operational |
Bor |
Diesel |
2 MW |
Non Operational due to severe fuel shortages |
Yambio |
Diesel |
2 MW |
Non Operational due to severe fuel shortages |
Rumbek |
Diesel |
2 MW |
Non Operational due to severe fuel shortages |
Renk (S/Station) |
Diesel |
40 Mva |
Operational |
[1] E.g. Hydroelectric power, Thermal power...
Internet Service Providers (ISPs)
South Sudan is one of the most expensive countries in Africa in
terms of Internet usage, with an average retail cost of USD$ 4,000
per megabit via satellite. All licenced service providers use
satellite-based V-Sat and WiMax technology as the country has no
established fibre optics network, nor is it directly connected to
East Africa’s internet fibre-optic networks serviced by The East
African Marine Systems (TEAMS), Eastern Africa Submarine Cable
System (EASSy) and SEACOM providers.
The Ministry of Telecommunication and Postal Services (MOTPS) plays
an oversight function and is in charge of regulating and licencing
of local telecommunications companies. Currently telecommunications
regulations are set to change with the adoption of new regulations
in late 2013.Currently there are no national carrier in South
Sudan, however the Council of Ministers approved the establishment
of a national telecommunications operator in May 2013. In late
2012, the country had five licensed Internet Service Providers and
this number continues to grow with an estimated 15 ISPs currently
in various stages of operation.
Internet Service Providers |
|||
---|---|---|---|
Are there ISPs available? (Yes / No) |
Yes | ||
Private or Government |
Private | ||
Dial-up only (Yes / No) |
No | ||
Approximate Rates |
Dial-up: |
n/a | |
Broadband: |
n/a |
||
Max leasable 'dedicated' bandwidth |
n/a |
4 South Sudan Contacts
In the following subsections the contact details for South Sudan will be presented.
4.1 South Sudan Government Contact List
4.2 South Sudan Humanitarian Agency Contact List
4.4 South Sudan Ports & Waterways Companies Contact List
4.5 South Sudan Airport Companies Contact List
4.6 South Sudan Storage & Milling Companies Contact List
4.7 South Sudan Fuel Providers Contact List
4.8 South Sudan Transporter Contact List
4.9 South Sudan Railway Companies Contact List
4.10 South Sudan Supplier Contact List
4.11 South Sudan Additional Services Contact List
5 South Sudan Annexes
5.1 South Sudan Acronyms and Abbreviations
Acronym | Full name of the Agency / Organization |
---|---|
AWB | Airway Bill |
BL | Bill of Lading |
C&F | Cost & Freight |
CAA | Civil Aviation Authority |
CARE | Cooperative for Assistance and Relief Everywhere |
CFS | Container Freight Stations |
CWR | Customs Warehouse Rent |
DLCA | Digital Logistics Capacity Assessment |
ETC | Emergency Telecommunications Cluster |
FAO | Food and Agriculture Organisation |
GHS | Group Handling Services Ltd. |
GPRS | General Pocket Radio Service |
GRT | Gross Register Tonnage |
IATA | International Air Transport Association |
ICAO | International Civil Aviation Organisation |
IDPs | Internally Displaced Persons |
ILS | Instrument Landing System |
IMF | International Monetary Fund |
INGO | International NGO |
IOM | International Organisation for Migration |
ISPs | Internet Service Providers |
JIA | Juba International Airport |
KVA | Kilo Volt Ampere |
LCA | Logistics Capacity Assessment |
MDTF | Multi-Donor Trust Fund |
MHADM | Ministry of Humanitarian Affairs and Disaster Management |
MoFAIC |
Ministry of Foreign Affairs & International Cooperation |
MoFEP | Ministry of Finance and Economic Planning |
MoLaCD | Ministry of Legal Affairs and Constitutional Development |
MOTPS | Ministry of Telecommunications and Postal Services |
MOU | Memorables of Understanding |
MT | Metric Tons |
MW | Megawatt |
N/A | not available |
NBeG | Northern Bahr el Ghazal State |
NDB | Non directional beacon |
NETREP | National Emergency Transport Project |
NFI | Non Food Items |
NGO | Non Governmental Organisation |
OCHA | Office of the Coordination of Humanitarian Affairs |
P4P | Purchase for Progress |
RC | Resident Coordinator |
RoRo | Roll on Roll off |
ROSS | Republic of South Sudan |
RRC | Relief and Recovery Commission |
SPLA | Sudan People Liberation Army |
SRC | Sudan Railways Corporation |
SSEC | South Sudan Electricity Corporation |
SSPS | South Sudan Police Service |
SSTC | South Sudan Trans Nile Company |
T | Tons |
T&D | Transmission and Distribution |
TEUs | Twenty Foot Equivalent Units |
THC | Terminal Handling Charge |
TIN | Tax Identification Number |
UNAIDS | Joint United Nations Programme on HIV/AIDS |
UNCT | United Nations Country Team |
UNDP | United Nations Development Programme |
UNEP | United Nations Environmental Programme |
UNESCO | United Nations Educational, Scientific and Cultural Organization |
UNFPA | United Nations Population Fund |
UNHAS | United Nations Humanitarian Air Service |
UNHCR | United Nations High Commissioner for Refugees |
UNICEF | United Nations Children's Fund |
UNMISS |
United Nations Mission in South Sudan |
(V)HF | (Very) High Frequency |
VOR | VHF omnidirectional radio range |
V-SAT | Very Smart Aperture Terminal |
WASH | Water, Sanitation and Hygiene |
WBeG | Western Bahr el Ghazal State |
WCO | World Customs Organisation |
WFP | World Food Programme |
WHO | World Health Organisation |
WVI | World Vision International |