What's in a name? - Voco Point

Boats at Voco Point, Lae. Picture by MALUM NALU

Voco Point 1966Voco Point 1967

Voco Point late 1960s

Voco Point. Picture by MALUM NALU

This is the first of a series of online columns about places in Papua New Guinea and how they got their names. Today, we start with Voco Point in Lae, Morobe province. Contributions from people around the country and overseas would be much appreciated. Our former kiaps in Australia would know a lot. Email me at malumnalu@gmail.com.

Voco Point

Voco Point, Lae, is one of the busiest coastal trading points in the country!
On any given day, coastal vessels from throughout the country – from Alotau to Manus, from Lihir to Vanimo – line up at the wharves.
The passenger boats ferry people to Finschhafen, the Siassi islands, Kimbe, Rabaul, New Ireland, Oro Bay, Alotau, Madang, and Wewak.
The local shops make fortunes every day and the roads are chock-a-block with humans and vehicles.
In a nutshell, Voco Point is one of the busiest coastal trading points in the country.
It continues a great tradition started by Morobeans of long ago.
The pre-World War 11Vacuum Oil Company – Mobil – had a depot at the site of Voco Point; hence, Voco is short for Vacuum Oil Company.
Mobil Oil Australia was established in Australia in 1895 and traded as Vacuum Oil Company.
It was the first oil company to operate in Australia, New Guinea, and of course Lae.
As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Vacuum Oil Company (Voco) Point, and remained as the main wharf until after the war.
The local Lae villages call Voco Point Asiawi, and in days of yore, it was a traditional trading ground that bustled with activity.
They came from as far away as the Siassi and Tami Islands, Bukawa, Salamaua, and Labu to meet and exchange goods in this ancient market place.
Researchers know that around the Huon Gulf, a complex and extensive trading system – dependent on canoe voyages – had existed long before contact with Europeans.
The greatest mariners were the Siassi and Tami Islanders, whose boats sailed up the Rai Coast towards Madang, plied the coast of New Britain, and penetrated far to the south in the Huon Gulf.
The Lae, unlike their Labu neighbors, were not great mariners but did build two types of canoes: a small dugout for local fishing and the larger Kasali (sailing canoe) for longer trips.
Supply lines stretched across the Vitiaz Strait to New Britain, up the Rai Coast towards Madang, and deep into the Upper Markham and the high valley of the Huon Peninsula.
According to one researcher, the distinctive feature of this trade was specialisation in the production of certain goods.
The Lae produced taro and fruits; the Labu specialised in woven handbags and baskets; the Bukawa produced taro, fruit, rain capes and mats of pandanus leaves sewn together; the Tami Islanders carved a variety of wooden bowls; while Siassi Islanders acted as middlemen, trading Huon Gulf products into New Britain and bringing back obsidian for knife blades and ochre for paints.
The inlanders and mountain people brought to the beach produce that the coast did not grow so well: yams, sweet potato, and tobacco.
They also brought with them items of wealth such as birds of paradise plumes, dog’s teeth, and cockatoo feathers.
In return, they took shells and shells ornaments, pigs, fish, and salt.
The inland trade route at Lae ran through Yalu to the Markham Valley and through Musom to the highlands of the Huon Peninsula.
Trading was carried out through a system of partnership with certain individuals and families at different ports.
This may explain how traces of the old Ahi – Wampar language are said to exist as far away as the coast of West New Britain.
It may also explain the undercurrent of friendship and co-operation between the people of the Huon Gulf coast, from Salamaua to the Siassi islands.
In 1979, a strange phenomenon occurred when a whirlpool came and tore away a large chunk of land and destroyed part of the Yacht Club.
This surprised many people, but not the local landowners, who said it was an evil spirit called Yaayaa.
According to the traditions of the Gwatu clan of Butibam Village, their original village, Ankuapoc, was near Asiawi.
Asiawi, according to mythology, used to be a long point which went out much further than today but was eaten by the evil spirit called Yaayaa which comes in a whirlpool and takes away chunks of land, the last of which was in 1979.
As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Voco Point and remained as the main wharf until after the war.
Voco Point is now the terminal for local shipping and small boats, second to the Lae Port.
But it has made an indelible mark on the history of Lae, Morobe Province, and Papua New Guinea, and continues in the same vein.
Where once ancient mariners braved the rough seas, with only the moon and stars to guide them, now modern coastal vessels load machinery for the new gold mine on Lihir.
This is Voco Point, also known as Asiawi.

How Voco Point, Lae, got its name

mv Umboi at Voco Point

mv Rita at the Lutheran Shipping wharf at Voco Point in Lae

mv Gejamsaoc off Voco Point with the Huon Gulf in the background

Lutheran Shipping's pride mv Gejamsaoc and mv Rita at Voco Point in Lae

Voco Point, Lae, is one of the busiest coastal trading points in the country.
On any given day, coastal vessels from throughout the country – from Alotau to Manus, from Lihir to Vanimo – line up at the wharves.
The passenger boats ferry people to Finschhafen, Siassi, Kimbe, Rabaul, New Ireland, Oro Bay, Alotau, Madang, and Wewak.
The local shops make fortunes every day and the roads are chock-a-block with humans and vehicles.
In a nutshell, Voco Point is one of the busiest coastal trading points in the country.
It continues a great tradition started by Morobeans of long ago.
However, to this day, many people – including those who work and live there – do not know how Voco Point got its name.
The pre-World War 11Vacuum Oil Company – Mobil – had a depot at the site of Voco Point; hence, Voco is short for Vacuum Oil Company.
Mobil Oil Australia was established in Australia in 1895 and traded as Vacuum Oil Company.
It was the first oil company to operate in Australia, New Guinea, and of course Lae.
As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Vacuum Oil Company (Voco) Point, and remained as the main wharf until after the war.
The local Lae villages call Voco Point Asiawi, and in days of yore, it was a traditional trading ground that bustled with activity.
They came from as far away as the Siassi and Tami Islands, Bukawa, Salamaua, and Labu to meet and exchange goods in this ancient market place.
Researchers know that around the Huon Gulf, a complex and extensive trading system – dependent on canoe voyages – had existed long before contact with Europeans.
The greatest mariners were the Siassi and Tami Islanders, whose boats sailed up the Rai Coast towards Madang, plied the coast of New Britain, and penetrated far to the south in the Huon Gulf.
The Lae, unlike their Labu neighbors, were not great mariners but did build two types of canoes: a small dugout for local fishing and the larger kasali (sailing canoe) for longer trips.
Supply lines stretched across the Vitiaz Strait to New Britain, up the Rai Coast towards Madang, and deep into the Upper Markham and the high valley of the Huon Peninsula.
According to one researcher, the distinctive feature of this trade was specialisation in the production of certain goods.
The Lae produced taro and fruits; the Labu specialised in woven handbags and baskets; the Bukawa produced taro, fruit, rain capes and mats of pandanus leaves sewn together; the Tami Islanders carved a variety of wooden bowls; while Siassi Islanders acted as middlemen, trading Huon Gulf products into New Britain and bringing back obsidian for knife blades and ochre for paints.
The inlanders and mountain people brought to the beach produce that the coast did not grow so well: yams, sweet potato, and tobacco.
They also brought with them items of wealth such as birds of paradise plumes, dog’s teeth, and cockatoo feathers.
In return, they took shells and shells ornaments, pigs, fish, and salt.
The inland trade route at Lae ran through Yalu to the Markham Valley and through Musom to the highlands of the Huon Peninsula.
Trading was carried out through a system of partnership with certain individuals and families at different ports.
This may explain how traces of the old Ahi-Wampar language are said to exist as far away as the coast of West New Britain.
It may also explain the undercurrent of friendship and co-operation between the people of the Huon Gulf coast - from Salamaua to Siassi.
In 1979, a strange phenomenon occurred when a whirlpool came and tore away a large chunk of land and destroyed part of the Yacht Club.
This surprised many people, but not the local landowners, who said it was an evil spirit called yaayaa.
According to the traditions of the Gwatu clan of Butibam Village, their original village, Ankuapoc, was near Asiawi.
Asiawi, according to mythology, used to be a long point which went out much further than today but was eaten by the evil spirit called yaayaa which comes in a whirlpool and takes away chunks of land, the last of which was in 1979.
As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Voco Point and remained as the main wharf until after the war.
Voco Point is now the terminal for local shipping and small boats, second to the Lae Port.
But it has made an indelible mark on the history of Lae, Morobe Province, and PNG, and continues in the same vein.
Where once ancient mariners braved the rough seas, with only the moon and stars to guide them, now modern coastal vessels load machinery for the new gold mine on Lihir.
This is Voco Point, also known as Asiawi.

Voco Point gets a new lease of life with hardware shop

Voco Point Hardware all dressed up for opening day on Saturday.-Pictures by GABRIEL LAHOC

First customers rushing into Voco Point Hardware

Customers checking out what is on offer at Voco Point Hardware

One of the first customers of Voco Point Hardware with a roll of wire

By GABRIEL LAHOC

The seafront of Voco Point in Lae is experiencing a renaissance of business activities, with Voco Point Hardware as the latest to set up shop at this once-bustling business hub of Morobe province.
Lae’s newest hardware shop was officially opened to the public yesterday at a ceremony witnessed by members of the public, clients and customers.
Operating as a subsidiary of Mukito Suppliers Ltd, Voco Point Hardware Ltd is a 100% nationally-owned hardware shop specialising in general, industrial, electrical and agricultural supplies.
From humble beginnings in Goroka, Voco Point Hardware brings competition to other hardware suppliers in Lae, with a strong faith to provide the best service and prices to customers.
The hardware shop may be small compared to other established hardware shops, however, the management is of the firm view that it is a very big achievement in terms of the ownership and investment by any Papua New Guinean.
“It’s a big achievement for all small nationally-owned businesses, as most times, these businesses have been overlooked by bigger foreign businesses,” said proprietor Allan Mandi, who started his path as a businessman in 2004 from his experience and a start-up capital of K900 finish pay from another hardware shop.
Voco Point Hardware is located at the junction of Frigate Street and Seagull Street, opposite Trends Beauty Saloon and The National Lae bureau office, and has current staff strength of 20 working under manager Charlie Lapila.
According to Mr Mandi, total staff strength including Mukito Supplies up in Goroka was 50.
Voco Point Hardware promises very-competitive prices and services, which includes special deliveries, with major clients from the rural districts services in Eastern Highlands province such as Department of Agriculture and Livestock and the University of Goroka.
“We can challenge the giants and create competition in this industry,” Mr Mandi said.
The official opening on Saturday, in line with the Christian background of the Mandi family, was led by Pastor Yakura Mandi, who emphasised that God had plans for everyone and everyone should have faith in God.

How Voco Point, Lae, got its name

Point of history

Voco Point, Lae, is one of the busiest coastal trading points in the country!

On any given day, coastal vessels from throughout the country – from Alotau to Manus, from Lihir to Vanimo – line up at the wharves.

The passenger boats ferry people to Finschhafen, the Siassi islands, Kimbe, Rabaul, New Ireland, Oro Bay, Alotau, Madang, and Wewak.

The local shops make fortunes every day and the roads are chock-a-block with humans and vehicles.

In a nutshell, Voco Point is one of the busiest coastal trading points in the country.

It continues a great tradition started by Morobeans of long ago.

The pre-World War 11Vacuum Oil Company – Mobil – had a depot at the site of Voco Point; hence, Voco is short for Vacuum Oil Company.

Mobil Oil Australia was established in Australia in 1895 and traded as Vacuum Oil Company.

It was the first oil company to operate in Australia, New Guinea, and of course Lae.

As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Vacuum Oil Company (Voco) Point, and remained as the main wharf until after the war.

The local Lae villages call Voco Point Asiawi, and in days of yore, it was a traditional trading ground that bustled with activity.

They came from as far away as the Siassi and Tami Islands, Bukawa, Salamaua, and Labu to meet and exchange goods in this ancient market place.

Researchers know that around the Huon Gulf, a complex and extensive trading system – dependent on canoe voyages – had existed long before contact with Europeans.

The greatest mariners were the Siassi and Tami Islanders, whose boats sailed up the Rai Coast towards Madang, plied the coast of New Britain, and penetrated far to the south in the Huon Gulf.

The Lae, unlike their Labu neighbors, were not great mariners but did build two types of canoes: a small dugout for local fishing and the larger Kasali (sailing canoe) for longer trips.

Supply lines stretched across the Vitiaz Strait to New Britain, up the Rai Coast towards Madang, and deep into the Upper Markham and the high valley of the Huon Peninsula.

According to one researcher, the distinctive feature of this trade was specialisation in the production of certain goods.

The Lae produced taro and fruits; the Labu specialised in woven handbags and baskets; the Bukawa produced taro, fruit, rain capes and mats of pandanus leaves sewn together; the Tami Islanders carved a variety of wooden bowls; while Siassi Islanders acted as middlemen, trading Huon Gulf products into New Britain and bringing back obsidian for knife blades and ochre for paints.

The inlanders and mountain people brought to the beach produce that the coast did not grow so well: yams, sweet potato, and tobacco.

They also brought with them items of wealth such as birds of paradise plumes, dog’s teeth, and cockatoo feathers.In return, they took shells and shells ornaments, pigs, fish, and salt.

The inland trade route at Lae ran through Yalu to the Markham Valley and through Musom to the highlands of the Huon Peninsula.

Trading was carried out through a system of partnership with certain individuals and families at different ports.

This may explain how traces of the old Ahi – Wampar language are said to exist as far away as the coast of West New Britain.

It may also explain the undercurrent of friendship and co-operation between the people of the Huon Gulf coast, from Salamaua to the Siassi islands.

In 1979, a strange phenomenon occurred when a whirlpool came and tore away a large chunk of land and destroyed part of the Yacht Club.

This surprised many people, but not the local landowners, who said it was an evil spirit called Yaayaa.

According to the traditions of the Gwatu clan of Butibam Village, their original village, Ankuapoc, was near Asiawi.

Asiawi, according to mythology, used to be a long point which went out much further than today but was eaten by the evil spirit called Yaayaa which comes in a whirlpool and takes away chunks of land, the last of which was in 1979.

As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Voco Point and remained as the main wharf until after the war.

Voco Point is now the terminal for local shipping and small boats, second to the Lae Port.

But it has made an indelible mark on the history of Lae, Morobe Province, and Papua New Guinea, and continues in the same vein.

Where once ancient mariners braved the rough seas, with only the moon and stars to guide them, now modern coastal vessels load machinery for the new gold mine on Lihir.

This is Voco Point, also known as Asiawi.

Point of history

Voco Point, Lae, is one of the busiest coastal trading points in the country!

On any given day, coastal vessels from throughout the country – from Alotau to Manus, from Lihir to Vanimo – line up at the wharves.

The passenger boats ferry people to Finschhafen, the Siassi islands, Kimbe, Rabaul, New Ireland, Oro Bay, Alotau, Madang, and Wewak.

The local shops make fortunes every day and the roads are chock-a-block with humans and vehicles.

In a nutshell, Voco Point is one of the busiest coastal trading points in the country.

It continues a great tradition started by Morobeans of long ago.

The pre-World War 11Vacuum Oil Company – Mobil – had a depot at the site of Voco Point; hence, Voco is short for Vacuum Oil Company.

Mobil Oil Australia was established in Australia in 1895 and traded as Vacuum Oil Company.

It was the first oil company to operate in Australia, New Guinea, and of course Lae.

As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Vacuum Oil Company (Voco) Point, and remained as the main wharf until after the war.

The local Lae villages call Voco Point Asiawi, and in days of yore, it was a traditional trading ground that bustled with activity.

They came from as far away as the Siassi and Tami Islands, Bukawa, Salamaua, and Labu to meet and exchange goods in this ancient market place.

Researchers know that around the Huon Gulf, a complex and extensive trading system – dependent on canoe voyages – had existed long before contact with Europeans.

The greatest mariners were the Siassi and Tami Islanders, whose boats sailed up the Rai Coast towards Madang, plied the coast of New Britain, and penetrated far to the south in the Huon Gulf.

The Lae, unlike their Labu neighbors, were not great mariners but did build two types of canoes: a small dugout for local fishing and the larger Kasali (sailing canoe) for longer trips.

Supply lines stretched across the Vitiaz Strait to New Britain, up the Rai Coast towards Madang, and deep into the Upper Markham and the high valley of the Huon Peninsula.

According to one researcher, the distinctive feature of this trade was specialisation in the production of certain goods.

The Lae produced taro and fruits; the Labu specialised in woven handbags and baskets; the Bukawa produced taro, fruit, rain capes and mats of pandanus leaves sewn together; the Tami Islanders carved a variety of wooden bowls; while Siassi Islanders acted as middlemen, trading Huon Gulf products into New Britain and bringing back obsidian for knife blades and ochre for paints.

The inlanders and mountain people brought to the beach produce that the coast did not grow so well: yams, sweet potato, and tobacco.

They also brought with them items of wealth such as birds of paradise plumes, dog’s teeth, and cockatoo feathers.

In return, they took shells and shells ornaments, pigs, fish, and salt.

The inland trade route at Lae ran through Yalu to the Markham Valley and through Musom to the highlands of the Huon Peninsula.

Trading was carried out through a system of partnership with certain individuals and families at different ports.

This may explain how traces of the old Ahi – Wampar language are said to exist as far away as the coast of West New Britain.

It may also explain the undercurrent of friendship and co-operation between the people of the Huon Gulf coast, from Salamaua to the Siassi islands.

In 1979, a strange phenomenon occurred when a whirlpool came and tore away a large chunk of land and destroyed part of the Yacht Club.

This surprised many people, but not the local landowners, who said it was an evil spirit called Yaayaa.

According to the traditions of the Gwatu clan of Butibam Village, their original village, Ankuapoc, was near Asiawi.

Asiawi, according to mythology, used to be a long point which went out much further than today but was eaten by the evil spirit called Yaayaa which comes in a whirlpool and takes away chunks of land, the last of which was in 1979.

As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Voco Point and remained as the main wharf until after the war.

Voco Point is now the terminal for local shipping and small boats, second to the Lae Port.

But it has made an indelible mark on the history of Lae, Morobe Province, and Papua New Guinea, and continues in the same vein.

Where once ancient mariners braved the rough seas, with only the moon and stars to guide them, now modern coastal vessels load machinery for the new gold mine on Lihir.

This is Voco Point, also known as Asiawi.

Ends//

All about MorobeCoast Shipping Services Ltd

MorobeCoast Shipping Services Limited was set up by the five Members of Parliament from the five coastal districts of Morobe Province, namely: Kabwum, Tewae Siassi, Finschhafen, Nawaeb and the Huon to counter the deteriorating Lutheran Shipping services to their electorates.

Former Lutheran Shipping vessels mv Gejamsaoc and mv Maneba (pictured at Voco Point in Lae) have been bought off by MorobeCoast Shipping Services Ltd

2. Background

The sea transport to the Finschhafen, Tewae-Siassi and the Kabwum Districts (FISIKA) of Morobe Province are the main travelling mode for the people of the area for a very long time since the Lutheran Shipping (Luship) was set up by the Lutheran missionaries more than 120 years ago.
Over the years, the areas were served well by the shipping and the airlines services.
However, in the last 15-20 years the airlines services have more or less ceased except for very limited services and charter operations for those who can afford the services.

The shipping services have deteriorated very quickly over the last five years due to the ongoing management and shareholder issues with Lutheran Shipping and the Evangelical Lutheran Church of PNG (ELCPNG).
While this was going on, the people living in the FISIKA area were finding it difficult to travel and to transport their produce to the markets in Lae or for the government services to be delivered to the districts.

The deteriorating services in the shipping services become concerns to the MPs from the FISIKA area who met and reviewed the situation in their areas seriously and have requested that a proposal be put together to find alternate solutions to continue to provide the basic transport services to their people in their electorates.

In taking the lead, the Speaker of the National Parliament and Finschhafen MP, Theo Zurenuoc, requested that a proposal be put together for him and his colleague MPs of FISIKA to consider as matter of urgency.
The Speaker assembled a small group of liked-minded individuals from the Morobe Province and formed an advisory committee to advise him on the shipping situation. 

Based on the above background, a proposal was put together for the review and consideration of the MPs from the FISIKA districts.

3. Shipping Proposal

The initial proposal was to set up an independent shipping business entity for the Finschhafen, Tewai-Siassi and the Kabwum districts (FISIKA) in the Morobe Province to help provide the needed shipping services that were once adequately provided by the Lutheran Shipping in the last 40 years.

However, as the advisory committee was reviewing the various options, it was requested that the committee include the Nawaeb and the Huon Gulf districts in the shipping proposal.

The revised proposal now includes all the five Coastal Districts of the Morobe Province, thus,  the proposed MorobeCoast Shipping Services Ltd was established.

4. Possible Shipping Options

Three possible options were presented to the MPs for their consideration and action, taking into account the current situation the Lutheran Shipping was going through with its board, the management and the shareholder. The options were: 

• Provide direct financial assistance to Lutheran Shipping in terms of funding injection or the provision of new vessels to the company; 
•   Set up a joint venture (JV) Company with Lutheran Shipping to help rejuvenate the company and provide funding; and
• Set up a stand-alone shipping venture to operate and service the coastal districts of Morobe.

4.1 Option A - Provide direct Assistance to Lutheran Shipping by providing Funds and Assets

Under this option, it was proposed that the MPs from the five coastal districts of Morobe provided direct assistance to Luship in terms of funding and the provision of vessels paid for by the State and managed by the exiting KHL/Luship management.

Given the current management and the operational issues surrounding the KHL/Luship/ELCPNG, it would be in the best interest of the MPs or anybody for that matter not to get involved with Luship until it was absolutely certain that these issues were resolved and that any public funds or assets given to Luship were managed according to the Companies Act 1997 and the Public Finance Management Act.

This option would not be possible until the current issues are resolved between the ELCPNG, KHL and Luship management.

4.2       Option B – A JV with Lutheran Shipping

This option would require the coastal districts of Morobe to set up a new company under the Companies Act 1997, and enter into a JV operations with the existing Kambang Holding Ltd (KHL)/Lutheran Shipping services.

It would require a new JV company to be set up and owned 50-50 by KHL/Luship and the five districts with its own board of directors and the management to operate the JV company.

The districts would be required to inject capital funding, assets and personnel into the JV company to ensure that its interests were protected.
Obviously, under this option, the directors and shareholders must be fully made aware of the current financial position of Lutheran Shipping and the management issues with its shareholder.

Any JV option would depend on the board and management of Lutheran Shipping and its shareholder, ELCPNG,  willing to accept the changes to the current situation existing between the parties, which were hindering the operation of the company.

Directors and shareholders of the proposed new MorobeCoast Company must also be satisfied that any JV arrangement with Luship would be viable and would serve the purpose of their intensions to serve their people. In the long run, the JV company should be self-sustained.       

Again, this option would not be possible until the current issues were resolved between the ELCPNG, KHL and the Luship management.

4.3       Option C – A Stand Alone Shipping Entity

Under this scenario, an independent shipping entity incorporated under the Companies Act 1997, with the shareholding by the five coastal districts of Morobe Province - Finschhafen, Tewai Siassi, Kabwum, Nawaeb and Huon Gulf - to be set up with the equal share equity per district. 
The board of directors of the company is comprised of seven directors, one each from the five districts and two independent directors.

The company should be set up with a strategy in mind to diversify into other divisions that would bring together a holistic concept of serving the rural population of the districts.

Initially the shipping division would be set up to serve the immediate needs of the deteriorating shipping services in the districts.

Other divisions of the company should than be set up to address specific areas of needs in the districts, which include:

• Road Transport Division
• Set up a road construction and maintenance group in the district in Finschhafen, Sialum, Wasu and Siassi to build and maintain the road networks in the districts;
• Set up and manage road transports in the districts to provide the complete system of transport to the rural people of the districts to travel to and from their villages to the main centres for commercial or social activities.
• Air Transport Division
• Review the existing airstrips in the remote parts of the various districts with view to provide maintenance to continue to provide services to the people in the remote areas;
• Set up JV arrangements with existing third level airline operators to continue to service the rural population;
• Agriculture, Marine and Local Produce Marketing  Division
• Set up and manage the agriculture and marine commodities marketing for cocoa, coffee and fish from the local producers at their locations and selling the produce to buyers and processors in Lae;
• Set up marketing for the local market produce from various villages could be bought off the rural people and transported to Lae for sales, providing the needed cash injection into the village economy.

This is a very good opportunity to provide employment to the people in the rural areas of the districts to participate in the economic development of their districts.

The MPs decided to go with Recommendation 3 and the initial proposal was to set up an independent shipping business entity for the Finschhafen, Tewai Siassi and the Kabwum Districts (FISIKA) in the Morobe Province.

However, the advisory committee was requested to include the Nawaeb and the Huon Gulf districts into the shipping proposal to cater for the future management of the newly-acquired Huon Gulf district vessel, the mv Morobe Rainforest.

mv Morobe Rainforest lying idle  off Voco Point in Lae

    The revised proposal now includes all the five coastal districts of the Morobe Province, thus the proposed Morobe Coast Shipping Services Ltd was proposed; and on December 20, 2013, an interim board of directors and a management team were  appointed to direct and manage the incorporation of the new shipping company.

On January 21, 2014, the MorobeCoast Shipping Services Limited was incorporated with IPA. 

5.     Shareholders

The shareholders of the Company is made up of the current seating Members of Parliament for the five districts:

• Kabwum District - Bob Dadae, MP
• Tewae Siassi District  - Mao Zeming, MP and Minister for Fisheries
• Finschhafen District    -  Theo Zurenuoc, MP and Speaker of National Parliament

• Nawaeb District -  Gisuwat Siniwin, MP
• Huon Gulf District - Ross Seymour, MP

Each Member has signed a shareholders trust teed to hold one share in the company on behalf of his district and people while he is a current MP.
 When an MP is replaced during a national election, a by-election, or any other means where he or she is no longer an MP for the district, the shareholding is automatically transferred to the new MP for the Districtd.
The returning sitting MP in a general election continues to holds the share for his district.

6.     Directors

The shareholders at their meeting on December 20, 2013, appointed the following directors to direct the setting up of the company representing each of the five districts and two independent directors; and an ex officio shareholders' representative:

• Kabwum - David Katinge
• Tewae Siassi - Billy Amakua
• Finschhafen - Paul Isan
• Nawaeb - Fua Singin, Chairman
• Huon Gulf - Diemer Sakaing
• Independent - Raemeng Sifumac
• Independent - Dason Geveken
• Shareholders - Bob Dadae, MP

The above board members were confirmed as directors at the first joint shareholders' and directors' meeting of March 15, 2014, for a period of 12 months to see the new company being set up and will be subjected to reappointment at the first Annual Shareholders Meeting of the Company in 2015.

7.     Management

The board of directors of the company appointed the following people to form the management team and set up the company operations: 

•  Manager: Namon T Mawason 

-  32 years management experience with Mobil Oil New Guinea Ltd and the ExxonMobil Gas and LNG Projects, 1976 - 2008;   

- 3 years with South Sea Lines Ltd as Manager 2008-2011; 

- Board member Kambang Holdings Ltd 2000-2004; 

- Chairman Kambang Holdings Ltd board 2004-2008.

 

•  Financial Controller: Zabba J Kewoing

- Former acountant for Kambang Holdings Ltd, Steamships and Paradise Foods.

8.     Funding for MCSSL

The initial Funding for the company is from the shareholder districts from their  DISP Funds of K 1.15 million each and a once-off grant from the National Government of K10 million.

The board and management aims to develop and operate the shipping business to be sustainable into the future and not to rely on public funding. 

9.     MCSSL Vessels

During the liquidation of the Kambang Holdings Ltd/Lutheran Shipping, MCSSL bought through public tender two vessels, the mv Gejamsao and the mv Maneba.
The vessels were operational at the time of the liquidation and can be operational as soon as we complete the change-of-ownership process with National Maritime Safety Authority and Department of Transport, Maritime Division,  for coasting trade licences for the vessels and secure a longer-term lease of the Voco Point Wharf.

We have also tendered for another vessel, the mv Sir Zibang from the Lutheran Shipping fleet.

Furthermore, a landing craft bought by the former MP for Huon Gulf District; the mv Morobe Rainforest is to be chartered by MCSSL once the legal case between the sitting MP and the former MP was settled.

The MP for Tewae-Siassi is buying a landing craft from Indonesia and this vessel is scheduled to arrive in PNG in November to join the MCSSL fleet.

We are reviewing some options to charter vessels from West New Britain Provincial Government and other sources to build up our fleet.     

10.                           Voco Point Wharf Facility

The Voco Point Wharf facility or the Namasu Wharf as known it is known to others was the foundation of the growth of Lutheran Shipping services for more than 100 years.
This facility will continue to serve the new shipping company and therefore we are negotiating a long-term lease with option to buy the facility with current owners, NASFUND.
This wharf facility is very important for MorobeCoast Shipping Services Ltd  to grow and to serve the people of the Morobe coast.

The facility would require some renovations to the buildings and offices.
The major issue with the wharf is the silting of sand at Voco Point, which is seriously affecting the wharf.

Currently, mv Maneba can be seen with its bow sitting high up on the sand bank.

mv Maneba can be seen with its bow sitting high up on the sand bank.

The National Fisheries Authority (NFA) has approved K 2 million to fund the dredging of the silting, which is very badly affecting the NFA facility, and the former Lae Yacht Club Facility.

MCSSL will be working with NFA and NASFUND to dredge the Voco Point sand bank as soon as funds are available and a dredging contractor is secured.      

11.                        General Information

The Lutheran Shipping operations were grounded on May 26, 2014, when a liquidator was appointed.

The company that operated for more than 100 years by the Lutheran Church of Papua New Guinea finally stopped operations due to its going management problems over the last five years.

The new Shipping Company, MorobeCoast Shipping Services Ltd,  was set up in anticipation of the collapse of the Lutheran Shipping.
It  will now take on where the Lutheran Shipping left off, and will continue to serve the people on the Morobe coast and once properly establish and extend the operations into the neighbouring West New Britain, Madang and Northern provinces.

A painful journey

By GABRIEL LAHOC in The National

One of the most eventful developments since the worst maritime disaster in Papua New Guinea on February 2, 2012 was the special and emotionally-charged voyage to Bobongara, Finshafen, by over 250 family members of missing passengers and crews of the sunken inter-island ferry, mv Rabaul Queen.

For them, the trip was an important one as they like the authorities have now officially recognised their loved missing ones as dead.

It was an opportunity to retrace the last moments of the missing people and ultimately pay their last respects.

Fathers, mothers, grandparents and children representing the different families of the more than 200 passengers and crews believed to be missing, made the solemn trip which was facilitated by the Morobe provincial disaster committee on a chartered trip on board Lutheran Shipping’s mv Mamose.

Two mothers from different ethnic background weeping in each others arms as others cast out their wreaths and flowers.-Nationalpics by GABRIEL LAHOC

Reverend Wala Baru Arua at the captain’s wheelhouse (centre) making the final prayer through the ship’s intercom before the casting of wreaths, witnessed by acting provincial deputy administrator, district services, Tony Ase (left) while mv Mamose captain Stephen Peki navigates the ship.

Family members of the missing tearfully casting their wreaths and bundles of flowers into the sea at Bobongara.

Three parents from different ethnic backgrounds,  after casting wreaths and paying their last respects,  starring out into the sea with teary eyes, lost in their own reminiscence of their loved ones.

Family members of the missing, facing the ocean and weeping as mv Mamose turns back to for the return trip to Lae.

Family members in calmer waters viewing the scenic Finschhafen coastline.

Families of missing passengers and crew on arrival at Maneba station, where the locals welcomed them in an emotional ceremony.

The Arua family led by United Church retired Reverend Wala Baru Arua (right), whose son was the missing chief engineer of mv Rabaul Queen, singing a traditional hymn during the special memorial service led by Simbang Lutheran parish Pastor Gaigami Tala.

Reverend Wala Baru Arua addressing the audience after the service. He plans to write a book and use proceeds towards the planned annual pilgrimage to Maneba and Pontification point which lied inland from Bobongara.

Locals lining the Maneba wharf and waving goodbye to the families of missing crew and passengers.

Accompanying the families were government officials led by acting deputy provincial administrator for district services, Tony Ase, the Morobe provincial disaster and emergency services officers, police and military personnel and the media.

The captain Stephen Peki sailed out of the LuShip wharf at Voco Point at 7am into a glorious morning complemented by fine weather and calm seas.

After eight hours the ship sailed into scenic the Maneba station which houses the Luship wharf, for the scheduled special memorial church service.

Locals at the wharf led by the local Mama Gejamsao (women’s group) from the local Lutheran Simbai parish, tearfully welcomed their visitors with their traditional mourning songs which set the emotional tone for the rest of the trip.  

They shared in their visitors’ mourning, reminding them that their loved ones, despite being strangers to them had died in their environment.

From a makeshift shelter at Maneba station some kilometers away from Bonga and Lakuna village, which are located inland from the famous Bobongara spot, the locals joined their heavy hearted visitors in the service led by Pastor Gaigami Tala, who commended the families for making that special trip.

After the service, Lakuna elder Tami Leona and Bonga elder Afeke Itum Eriasa took the stage to give their visitors an insight of the nature of the Bobongara and their firsthand account and experience of that fateful day when the ship sank.

The legendary Bobongara, the dreaded location just off Pontification point near the two villages, features the clash of some of the strongest currents which flow along the Vitiaz Strait located between Siassi Island and the Finschhafen mainland separating the northern Bismark Sea and Solomon Sea located on the south.

They said traditionally, passengers and seafarers demonstrated deep sense of respect of the Bobongara when crossing by being silent, and also by offloading cargo into the sea when the waves got bigger.

The locals who also spent their time in the search and rescue operation, said on that Wednesday afternoon, 12 hours before the ferry sank, they noticed the arrival of the Bobongara through the gathering of dark clouds on the horizon and tremors, without knowing that a tragedy was going to happen.

The most-touching message to the families was when the locals revealed that they had done traditional rituals in gathering the spirits of the missing before coming to meet the visitors.

“Their spirits are here with us, as we gather together today,” said Miring Bamiringnuc.

Reverend Wala Baru Arua, spokesperson of the aggrieved families, described their missing loved ones as voiceless victims.

“After losing my son, I now know how God felt when his son died, and I want to thank you the people of Finchhafen, we the families now know that our missing relatives are now with friends,” he said.

His request for permission for an annual pilgrimage and a monument at Pontification point was gladly granted by local elders.

After more than an hour the visitors were given a fitting traditional farewell for the final leg of the trip to Bobongara, local mothers tearfully sang and waved them farewell in true Morobe mourning fashion.

Just off Pontification Point some nautical miles, Captain Peki steadied the ship while Rev Arua led the families in prayer through the ship’s intercom before they cast their wreaths into the sea.

Loss and grief was the only thing these families and individuals had in common.

 It was an emotional scene, people from different ethnic backgrounds crying together for their loved ones.

Men, women and children solemnly paid their last respect, cast their wreaths of flowers, personal items of the missing, performed traditional burial rituals, wept openly and comforted each other on a calm, beautiful open sea.

Government disaster committee, after consulting the locals two weeks earlier, advised against the sinking of headstones and crosses.

 mv Mamose sailed into Voco Point at 1am Monday morning, families departed with soft spoken goodbyes and solemn faces.

The final task of Ase’s committee now is to establish a monument at Pontification point, inscribed with the names of all missing crew and passengers.

The monument will ensure regular visits   from families of the missing, who have established relationships with the locals.

Ase thanked all individuals and organisations who assisted to make the event a success.

Rev Arua plans to write a book about the shipping disaster and use the proceeds of its sale to organise and assist the new network of families who lost loved ones, to go on yearly pilgrimage to the monument.