7th HUON SEMINAR

ACHIEVING VISION 2050 THROUGH HIGHER EDUCATION, RESEARCH, SCIENCE & TECHNOLOGY
November 13th to 14th 2013, Papua New Guinea University of Technology, Lae, Papua New Guinea

HS7-2013-045

An evaluation of the Lae city road network improvement project:

Development of the Lae port and construction of four lane roads
Murray Matarab Konzang
PNG University of Technology
LAE, Papua New Guinea
Email: mkonzang@civil.unitech.ac.pg

ABSTRACT:
Lae Port Development Project, Four Lane Highway and other development in the extraction
industry which have direct road link to Lae City are predicted to have significant impact on its
road network system. This paper evaluates Lae roads improvement program with forecast on
planning, economic and the installation of bypasses to ease congestion, effective and convenient
transport service for bulk goods and reduce travel time. Land-use transportation study and plans
for local area traffic management scheme will be considered. City roads are faced with increased
number of traffic and some inadequate road pavement width, poor transport plans, and facilities
to meet this transportation demand. Lae also has drainage system which might not hold a 100
year flood. Proper evaluation, plan, design and intersection analysis is needed to evaluate road
network system thus recommend improvement and estimate future growth. Repetitive and cyclic
loading by heavy commercial vehicles with different axle configurations apply on the flexible
pavement which weakens and tear the pavement surface thus small cracks occur. Rain water
seeps through and overtime it creates potholes. Effective planning starts from experimental
research and appropriate design standards to enable firm embankment, proper drains and quality
pavement material. This paper will address traffic problems as well as road pavement, capacities
of intersections, and pedestrian flow during peak hours. The outcome of this research will be to
identify heavily trafficked road sections and recommend treatments to reduce traffic congestions,
road classification, and proposal for bypass routes and improvement. First part of this study will
describe transport or traffic related problems within the city. Second part would be to identify
challenges imposed by traffic and road related problems and thirdly to recommend solutions after
the analyzing traffic data that will indicate current capacities of road intersections and finally
recommended treatment for improvement and future growth.
Key words: Lae, road network, vehicle traffic, planning
INTRODUCTION
This is a base case analysis of Lae City Road affected by the Development of Lae Port and 4
lane roads. Consideration of the impact of major development happening now and the forecast for
future development is also evaluated to give comprehensive findings for the decision makers to
consider in formulating the Transport Strategy or Master Plan for Lae City. There are many
problems facing free flow of traffic and pedestrian safety on the road. This study will also try to
conduct relevant traffic surveys and analyze data to assist in the planning for future growth of the
city. Background information of the study is very limited. Upon the invitation of the Secretariat
of the Huon Seminar, initial findings, analyses and recommendations are presented for benefit of
discussion and further elaboration of this important research needed for future development of
Lae City and the country Papua New Guinea as a whole.
55

Location of the study area is shown is shown in Figure 1.0 below.

Figure 1.0 Location of the study area showing boundaries of Lae City
The road improvement programme encompasses improvement of road links by widening to
sustain the traffic loads expected to use them. In relation to strategic planning, the long term
land-use/transportation strategy report described the long term growth forecasts for land-use and
transport in Lae and also derives a series of conclusions about the preferred directions that should
be taken in planning the future land-use and transport infrastructure.
The paper identified three types of traffic problems traffic congestion, accident exposure,
and driver/pedestrian uncertainty. It was noted that in Lae traffic problems occurs mainly at
intersections and near the main PMV stops.
During survey, some level of existing traffic problems were observed at the following
intersections: Aircorps Road and Milford Haven Road; Markham Road and Milford Haven Road;
Highlands Highway and Boundary Road. In addition following mid-block locations are known to
have potential safety problems, because of high levels of pedestrian activity in conflict with road
traffic: Top Town streets in general; Aircorps Road in the vicinity of main market; Milford Haven
Road from Aircorps Road to Snack Bar/Shack; Markham Road near ANGAU Memorial Hospital;
Markham Road and Highlands Highway from Milford Haven Road to Two Mile; Streets in the
vicinity of Eriku; Bumbu Road from Milford Haven Road to Independence Drive.
The main causes of traffic congestion, accident exposure and uncertainty is through
insufficient road-space, ill controlled pedestrian movements, badly located car parking,
inadequate traffic education or enforcement, through PMV operations, inadequate street lighting
or signs or through a variety of other causes. Traffic management package for Lae is formulated
after considering a variety of improvement measures. The following measures were considered:
Improvement of intersections which includes widening, channelization and lane marking; Traffic
signals at intersections; Pedestrian treatments including footpaths, signals, refuges and crossings;
Road signs and marking; Mid-block traffic speed controls; Service vehicle provision; Street
lighting and Off-street and on-street parking space and controls.
First part of this paper will describe transport or traffic related problems within the city.
Second part will describe the method of traffic survey and data collections relevant for road
capacity analysis. Thirdly, it would analysis traffic data to determine the current capacities on the
road intersections and finally recommended treatment for improvement and future growth.
OBJECTIVE
Based on the literature review, important questions and the hypotheses, the initial objective
for this research were as follows: To identify the impact that Lae Port Development Project and
Four Lane Road will have on the existing road network within Lae City; To describe the current
traffic problems and land-use transportation setup for Lae City and instigate discussion on
improvement after evaluating options through cost-benefit-analysis and four step modeling and to

56

establish and provide a plan and forecast for future expansion of road network system in Lae
City.
HYPOTHESES
The paper will focus on justifying the following hypotheses: Existing road network for Lae
City cannot cater for increase number of vehicle traffic especially during peak hours after the
development of new Lae Port and construction of Four Lane Road; There are many problems
with the traffic management, public transport, maintenance and technical assistance to Lae City
roads that need urgent attention and planning for a better future; Identification of proposed bypass
or flyover is needed now for planning purposes and budgeted for future construction.
RATIONAL AND LINK TO PNG DEVELOPMENT GOAL
About 3.5 Billion Kina worth of goods move through Lae Port everyday on the north-west
arterial road links. Lae city has a strong concentration of industrial activity. Lae represents the
first largest concentration of industrial square footage in PNG. Thus, it is important for goods
movement in Lae and the need for private and public sector to work together to address freight
challenges and opportunities. Freight transportation and ware-housing account for 10% of
employment in Lae. If manufacturing is added, the combined sector accounts for 30% of
employment.
For the development need of Papua New Guinea it was noted that a plan for future road
network plan and improvement is a must thought for city planners due to the development of new
Lae Port. It is PNGs busiest and most important port. It is a gateway linking world markets with
PNG and a large hinterland containing 40% of PNG's population and half of PNG's economic
capacity, including hydrocarbon and mineral resources. Lae port's cargo throughput has increased
by 7.8% annually since 2006. In 2011, the cargo through Lae port is estimated to reach 3.3
million revenue tons, stretching the port to the limit of its capacity. PNG Ports Corporation
Limited (PPCL) is increasing the operational efficiency of Lae port, which will help cope with the
existing cargo traffic. However, the need for additional berth space is now critical.
As stated in the Asian Development Banks Project Data Sheet, a larger and more efficient
Lae port will ease a nationally significant infrastructure bottleneck that is impeding economic
growth. However, how these goods that are delivered by sea transport are will be transported if no
proper land/road transport infrastructure is in place. The overall project (Lae Port) is a high
priority of the Government of PNG. The tidal basin and berth are designed to accommodate
vessels with an overall length of 200 m, beam of 32.2 m, and fully laden draft of 12 m. The
construction and procurement of these works is at an advanced stage. The overall project has
relocated and improved a social livelihood of about 3,200 people living on the project site. The
government has financed and completed the relocation, and a Japan Fund for Poverty Reduction
grant is now financing the livelihood and social improvement program.
LAE ROAD NETWORK
Arterial Routes in Lae City these form the primary road network of the city and link all the
major residential, industrial, commercial and other activities in Lae. They carry traffic between
the different district of the town and to other towns; Collector/Distributor Routes these
distribute traffic within the major residential, industrial, commercial and other areas of the town;
Local Access Route these carry traffic terminating in each of the town zones and provide access
to the buildings and activities and permit servicing of developments and property.
The main arterial roads are; Highlands Highway, Markham Road, Boundary Road, Bumbu
Road, Huon Road, Milford Haven Road, Mangola Road, Butibam Road, Busu Road, Voco Point
Road, Sandpiper Road, Seven Street, and the longest one is Independence Drive which connects
The PNG University of Technology. Some of the collector roads around main market and wharf
area include; Malaita Street, Morobe Avenue, Jawani Street, and Aircorps Road.
57

TRANSPORT MODEL
The present state of Lae network illustrates the present weakness of urban strategic models.
Fixed trip matrices are largely used in various urban highway models despite the significant
role of public transport in many cities. Alternative model formulations and perhaps modelling
paradigms may be required for future applications, especially when the impacts of new
technologies (e.g. telecommunications), societal evolution (e.g. in the nature of work and
employment) or environmental impacts (e.g. global pollution) are considered.
Urban issues, changing environment, transport strategies and improvements in technology
would combine to determine the type, capability and use of urban travel demand models.
SOCIO-ECONOMIC CHANGES
For socio-economic changes that will most likely to be affected by this research interviews
were conducted with various key persons which included administrative, hospital, school,
business houses, Lae Chamber of Commerce, PMV operators and Lae Urban Local Level
Government. Following vital information were collected and is listed below: The population of
Lae District city is said to be around 200,000 while that of surrounding Nawaeb District and
Huon Gulf District were Lae is located, is around 30,000, thus the research project will have an
impact on some 230,000 people of one form or another; Travel times will be reduced on the
proposed Boundary Road bypass, Bumbu Road extension and a proposed flyover pass from
Highlands Highway to connect Top Town, Taraka Industrial Area and Malahang Industrial Area
with adequate road width expansion along major arterial roads; Proposed road improvement will
attract customers to administrative offices and commercial centres to do business. Market
distribution will improve with improved access; there will be growth in customer numbers and
sales at shops in Lae. Main market will continue to be operating with maximum capacity and
there will be shortages of spaces for villages nearby or highlands growers to sell their garden
produce. A new larger market place must be built to solve this over crowdedness; Law and Order
problems and worsening security has become a serious issue in the city in recent years, and road
improvement and proper land-use transportation planning can reduce the risk of theft and
carjacking.
TRAFFIC SURVEYS
Traffic data for major intersections were collected during evening peak hours. Data were used
evaluate average hourly traffic volume and to classify the type of vehicles traversing these
intersections. The other surveys included timing of vehicles occupying car parking space at
selected parking facilities suburban centers like Eriku and administrative center at Top Town. The
common surveys conducted are as follows: Classified Count Survey; Pedestrian Count Survey;
Origin Destination and Household Survey; Car Parking Survey and Site Survey.
CLASSIFIED COUNT
It is difficult to collect comprehensive classification data however in urban areas, manual
methods are usually required. There is considerable advance in collection data using machines.
This survey is concern with disaggregation of traffic data sets into subsets of different types of
vehicles. The main concern is the composition of traffic stream, for example, in terms of flow of
cars and trucks, with possible interest in other vehicle and road user groups, such as motor cycles,
bicycles and plant. During the classification studies the survey had tried to identify the particular
characteristics of a given vehicle and assigning it to some specific subclass of vehicle types. Refer
to tables 1.0 for the sample data collection. The process was applied for traffic data collection
because manual counting was done at various intersections. The data was used for: traffic

58

capacity and operations analysis including conversion of axle detection counts to vehicle counts;
parking system design; economic studies and safety studies.
The first two items are the most immediate concern for this study. The ability of Lae City
roads to cope with the demands imposed on it depends to a large degree on the dimensions and
performance characteristics of vehicles using it. Intersection design and channelization is largely
defined in terms of the ability of a designed vehicle to negotiate curves and corners, and to use
marked traffic lanes-without encroaching into the paths of other vehicles or demolishing road side
furniture. The design vehicle is the one having a swept path envelope of at least 85% of the
population of that type of vehicle. For economic studies, estimation of travel and operating costs
for different vehicle classes are essential. Classified counts were conducted at following
intersections; Highlands Highway and Boundary Road Intersection, Milford Haven Road and
Markham Road Intersection, Aircorps Road and Milford Haven Road Intersection, Mangola
Street and Aircorps Road Intersection, Huon Road and Bumbu Road Intersection
.
SAMPLE DATA: MANGOLA STREET / AIRCORPS ROAD INTERSECTION
This intersection circulates vehicles entering and exiting the Main Market Industrial area and
Lae Port. North is referred to as Top Town Approach. It is one of the busiest intersections during
the work days especially from Mondays to Fridays because most of the factories and wholesalers
are located around this area. Table 1.0 and Figure 2.0 shows the sample hourly circulation flow
on one of the busiest intersections in Lae, Mangola Street and Aircorps Road Roundabout. Other
intersection surveys were done in a similar manner and circulation flows as shown in the flow
diagram were also calculated.
Table 1.0 Classified Count at Mangola Street and Aircorps Road Junction

Directi
on

Sedan,Ta
xis

Smal
Com
m

Med
Com
m

Singl
e
Unit
3
Axle

Singl
e
Unit
4
Axle
57

Semi
Trail
er
3
Axle
45

Semi
Trail
er
4
Axle
48

Semi
Trail
er
6
Axle
68

West

180

120

128

107

East

174

108

133

North

75

137

South

143

120

85

838

81

13

56

39

59

93

756

63

20

19

75

105

494

132

88

93

44

57

788

51

60

PM
Vs

Total
Flow
Hourl
y

572
485
456
296
182
152
147
246
340
Total
2,876
Total number of vehicles per hour: North = 494 vph; East = 756 vph; South = 788 vph;
West = 838 vph. Day & Time: Friday, Government Pay Day, Evening peak hour: 4:00pm to
5:00pm.

59

200
180
160
140
120

West

100

East

80
60

North

40

South

20
0
Taxi

Small Med Single

Comm Comm Unit 3
axles

Single Semi Semi Semi PMVs

Unit 4 Trailer 3 Trailer 4 Trailer 6
axles axles axles axles

PEDESTRIAN COUNT SURVEY

Pedestrian count surveys were conducted at two locations namely Top Town and Eriku to
ascertain the current problems faced by pedestrians when unitizing road facilities. The method of
survey conducted was by tallying pedestrians crossing at established crossings as well as nonestablished crossings especially at intersections which posed greater risk and was prone to
vehicle/pedestrian accidents. Further detailed surveys will be conducted at following locations:
Crossing at Milford haven Road next to Snack Bar/Mobile Service Sataion and Interoil Service
Station; Crossing at Airrcorps Road near Main Market and Mangola Street near the Hockey Field;
Mangola Street crossing near BOC Gas Depot; Crossing at Milford Haven between Department
of Works and Western Star.
ORIGIN DESTINATION AND HOUSEHOLD SURVEY
Nowadays an average vehicle per household surveyed for One Mile area which covers
residents along Boundary Road, showed that almost all household do own a registered and road
worthy vehicle. Out of 100 household interviewed 70% own vehicles for work purpose
specifically given to the head of household as per his or her work contract and another 10% as
privately owned. Most of the head of household work in the service and manufacturing industries.
Most trips are generated from heavily populated residential zone and industrial areas.
60

CAR PARK SURVEY

Lae City is facing a shortage of car parks especially within Top Town area and Market area.
During peak hours Eriku also contribute to this dilemma. The problem will escalate in the future
if proper planning is not done now for the forecasted years ahead. A simple parking survey
method was used to conduct parking survey for on-street parking at Top Town streets and various
car park facilities for established supermarkets at Eriku. On-street parking for Top Town was
conducted at streets excluding residential areas but was concentrated only at the Central Business
District (CBD). These data forms the basis of the design process for car parking systems. Firstly,
an inventory of the parking facilities was conducted. Then the following information was
collected; number of parking spaces, type of parking, method operation of off-street facilities,
parking restrictions and parking fees if any.
Parking survey was conducted at an interval of 5 minutes by recording the registration
numbers of the vehicle occupying the allocated parking space. Revealed demand and latent
demand for parking were considered. Most were revealed demand which means the observed
used of the facility. Latent was revealed when supply exceeds demand. For the purpose of future
planning, latent demand data was required. The type of data collected was: spatial distribution
and parking demand; total number of parking over study period and parking durations.
ANALYSIS OF INTERSECTIONS
Detailed analyses of most intersections were carried using Executive Traffic Count to
determine stops, delays and queue lengths during the study. Future improvement on intersections
will need geometry survey to provide data for analysis and base drawings for preliminary design
of improvement measures. Key intersections operations were forecast for 2015 to 2025. In terms
of appropriate timing for improvements, this forecast duration or timing is appropriate. Initial
analysis assumed that number of lanes and intersection control was same as at present. A
satisfactory operation at intersections occurs when the delay time is less than 15 seconds. For
situations where this threshold was exceeded, widening of approach to three lanes and
introduction of roundabout control should be implemented.
For the initial intersection analysis it was better to test the least expensive form of
improvement first using the following procedures. The projected 2025 turning movement was
analyzed for each of the following scenarios in turn, till an arrangement was found to provide
satisfactory operations. No further modification was considered after this. Following scenarios
were tested: Existing geometry and control devices; Additional approach lanes with existing
control; two lane roundabout; three lane roundabout; Traffic signals.
From the analysis and findings it was illustrated that, without additional intersection control
or widening, the operations of the following intersection would be unsatisfactory by year 2015:
Highlands Highway and Boundary Road; Markham and Milford Haven Roads; Milford Haven
and Aircorps Roads; Huon Road and Bumbu Roads; Milford Haven and Bumbu Roads;
Independence Drive, Bumbu and Butibam Roads. Also, the following intersections are predicted
to experience congestions beyond 2015 but before 2025: Milford Haven and Malaita Roads;
Butibam, Sandpiper Roads and Ibis Street; Butibam and Voco Point Roads; Butibam Road and
Airways Avenue; Butibam and Busu Roads. These intersections would require roundabout
control to operate satisfactorily. Alternate solution like traffic signals was also considered for the
forecast congestions problems in Lae. However, preferably non-signalized solutions were found.
This is because roundabout usually operates will fewer delays to traffic especially during off-peak
hours or period. Roundabout would require less maintenance and contain traffic speeds.
PEDESTRIAN MEASURES
The most vulnerable road users are the pedestrians and cyclist and the former represent most
of the movement in Lae. It was indicated in the 1991 Lae Household Interview Survey that fifty
61

percent (50%) of the trips were walk trips although only less than one percent (1%) were bicycle.
Most pedestrian/vehicle accidents occur to children and elderly people. Following measures
should be taken to reduce pedestrian accidents: Speed controls, Overhead bridges and tunnel
underpasses, Clearly marked pedestrian crossing, Parking near crossings should be prohibited to
provide adequate sight distances, Provide safety zones at PMV bus bays and schools, Provide
footpaths, Fences should be provided to channel pedestrians to marked crossings, Medians and
kerb protuberance should be provided to reduce the crossing task and provide pedestrian refuse
area. A number of adverse effects can arise from lack of pedestrian facilities. Pedestrians tend to
walk on road shoulder very close to the pavement. This places them in some dangerous situation
and reduces vehicle speed and capacity of the roads or streets. PMV operations also need to be
very careful especially during wet weather. It was observed that PMV s usually stops on the
pavement or traffic lanes to load and unload passengers. This has reduced traffic flow and the
level of safety. As a result the following vehicles tend to perform dangerous maneuvers to pass
the stopped PMVs and passengers mixed with the traffic.
Top Town area is worst when it comes to typical pedestrian problems associated with busy
activity centers. The following problems were observed: pedestrians conflicting with circulating
vehicles, pedestrian conflicting with parking and un-parking vehicles, traffic congestions and
crossing needs of the pedestrians. Inappropriate road design has contributed to these problems.
Current angle parking shields the sight distance of the driver from pedestrians crossing the road
and wide intersections requires pedestrians to cross wide roads. These wide intersections do not
have direct path for the vehicles. Top Towns transport plan should require a detailed planning
which will be discussed later.
CAR PARK STRATEGY
Parking facilities are essential part of the road traffic system. About 500 hours per year in
motion is spent by a typical vehicle and some 8,000 to 9,000 hours per year at rest. Town Top
area is no exception when it comes to problems with parking. The need for parking spaces onstreet and off-street has become apparent. It is now important to at least develop a parking
strategy programme as follows: goals and policies relating to parking should be set, in context of
overall transport plan; comprehensive land-use development control plan with areas set aside for
existing and future off-street parking; zoning ordinances and building codes that include specific
requirements for the quantity and design of off-street parking and loading bays; land-use should
be properly maintained, parking supply, parking demand and parking restrictions; set up a
programme to maintain off-street public car- parks, parking lines, signs and other parking
facilities and enforcement and administrative backup for plans for parking control. Lae will
expect an increase in growth therefore it is important to be properly set for growth and so a
comprehensive parking strategy should be formulated.
RECOMMENDATIONS
Recommendations drawn from the analysis of intersections recommends for the first five
years as summarized below. Highlands Highway and Boundary Road replace the channelization
and with three lane approach. This will cater for an increased in the number of turning vehicles
expected after the completion of Lae Port Development Project and the Four Lane Road. It will
also slow the speed of vehicle on Highlands Highway. Level of safety can be improved for
pedestrians in the area and upgrade or seal the Boundary Road Bypass. Three to four lane
roundabout should have been provided for Markham Road and Bumbu Road intersection and
provide sufficient opportunity for minor traffic movements. Markham and Milford Haven Roads
intersection may need to extent length of the approaches or upgrade to a four lane approach. The
intersection at Milford Haven and Aircorps Roads does not have the capacity to handle increased
volumes. It is necessary to provide additional approach lanes on two Milford Haven approaches
and Aircorps Road approaches. There is land available to achieve this but the problem now is the
62

south east corner where the PNG Power generation station is located. Top Town intersections
should be clearly marked with appropriate line markings and signs to warn pedestrians of the
dangers of possible accidents.
Other recommendations are as follows; Street lights should be erected at Bumbu Roads to
Independence Drive; Installation of a street lighting system along the length of the city roads is
required; Independence Drive to Taraka should have a lightning standard and from Taraka to
Bumayong a full continuous standard along the road; Relocate central market to old airport site
and construct a well setout bus terminal near the site. Treatment of PMVs from Top Down will
need to address this matter; Traffic management measures should be implemented at Top Town
without compromising the ability of vehicles to circulate on all links and intersections; A pay
parking scheme should be introduced at a central location in Top Town CBD area to discourage
vehicles parking for a long time. This could be an income generating opportunity for Lae City
Council. Proceed from the tolls can be diverted to wages as well as beautification projects and
maintenance; Kerbs outstands should be provided on intersection approach at Top Town so that
pedestrians are not exposed to traffic conflicts because of the reduced distance the pedestrians
have to cross; A flyover pass from Highlands Highway should link Top Town. This can ease
congestion and reduce travel time as well; a road bypass from new Lae Port should also link the
Highlands Highway for use by heavy goods vehicles and Separate loading area for each PMV
route and load one bus at a time depending on arrival. Drivers should be provided with layover
area and some form of amenities. Shelter should be provided for waiting passengers.
PRELIMINARY COST ESTIMATES
PROJECT TYPE

1992/97

1997/2013

K 4,275,000.00

K 21,375,000.00

Public Transport Projects

K 550,000.00

K 2,750,000.00

Maintenance Projects

K 7, 020,000.00

K 35,000,000.00

K 9, 650,000.00

K 48,000,000.00

Technical Assistance

K 3, 665, 000.00

K 18,000,000.00

Total

K 25,160,000.00

K 125,125,000.00

Traffic
Management
Projects:
Intersection
improvement,
pedestrian
treatments,
road
sign,
markings and street lighting

Road
Projects

Improvement

CONCLUSION
Lae City has undergone increased infrastructural development which was mainly influence by
operation of mine sites as well as establishments of major mackerel and tuna manufacturing
plants and recently the construction of new Lae Port (Tidal Basin Phase 1). The impact these
projects would have on the existing road system would be significant. This would mean increased
use of heavy commercial vehicles on the road. Traffic on the road and the flow experienced at
existing intersections will exceed its current capacities. In order to accommodate this growth a
proper planning of the network and improvement on the existing transport facilities should be
drawn up as soon as possible. This exercise should forecast on a ten to twenty year estimates
63

which should be viable and cost effective for an immediate action and implementation as well as
allowance should be made for further expansions and road bypass in the future. A proposed
bypass like Boundary Road Bypass should be fully utilized to relieve stress on pavement
especially at major shopping and recreational centers like Top Town and Eriku where an
increased number of pedestrians flow are experienced. All in all, The PNG Government and the
Provincial Administration together with Lae Urban City Council should now seriously consider
the establishment of specialized project managers which must comprises of experienced
engineers and administrators to monitor the road improvement projects in Lae City.
ACKNOWLEDGEMENT
The Author would like to acknowledge the following people who have made it possible and gave
advice and feedbacks in order to present his paper. They are namely: PNGUT Senior Executive
Management, The Huon Seminar Secretariat, Professor Halim, Editorial Board Chairman Dr.
Praveen Pandey, Hilda Tona, 7th HS Sponsors PNG Ports and PNG Power including other
minor sponsors, Mr. Kobal (A/HOD, Civil), Professor Yaip Telue, Professor G. Atkins, Dr. M.
Betasolo, Levis Levongo and Miriam Konzang.
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